Abstract:
An auxiliary engine warming system for a primary engine in a diesel locomotive including: a modular engine assembly including an auxiliary diesel engine, the assembly displaceable as a unit from and to a frame for the engine warming system; an auxiliary fuel tank including a fuel line detachably connected to the auxiliary engine and including a first fitting detachably connectable to a first fuel line for a fuel tank for the diesel; at least one temperature sensor interfacable with the diesel locomotive and arranged to monitor at least one temperature condition for the diesel locomotive; and an emergency dialer for automatically dialing a preprogrammed number and transmitting an alert message in response to an alarm signal from the at least one temperature sensor.

Description:
FIELD OF THE INVENTION 
       [0001]    This invention relates to locomotives, and more specifically to an improved auxiliary locomotive engine warming system. 
       BACKGROUND OF THE INVENTION 
       [0002]    Traditionally, when temperatures approach freezing, locomotives are left idling to keep their diesel engines heated, to both prevent damage from freezing and to facilitate a re-start. This includes keeping locomotives running over entire weekends, or in some cases, even longer periods of time, as necessary. If the diesel engines are not kept warm, the engine blocks may crack from freezing, or the locomotive may not be able to start properly. Even while idling, diesel engines consume a substantial amount of fuel, especially in the case of large locomotive engines. Moreover, the rising costs of diesel and other fuels, along with trends towards making products more eco-friendly, have drastically increased the desirability of reducing fuel consumption whenever possible. Therefore, auxiliary warming systems have been known in the art that connect to the coolant system of the engine, heat the coolant, and subsequently pump the coolant throughout the coolant system. 
         [0003]    Unfortunately, locomotives are not designed to accommodate auxiliary systems; therefore there is limited space to install such systems in current locomotives. If an auxiliary system is installed in a small space, or in a space surrounded by other locomotive components, access may be limited to the elements included in the auxiliary system. This will significantly hinder any maintenance or other repair work that must be done on the auxiliary system. Furthermore, the installation can be quite difficult since coolant, fuel, oil, and other supply lines must connect between the locomotive and the engine warming systems. Standard inputs and outputs on fuel tanks, coolant heaters, auxiliary engines and the like may not be appropriately sized to connect to the corresponding systems and components in the locomotive, but instead may require special fittings or adaptors. Thus, it is currently quite cumbersome, time consuming, and therefore costly to install an engine warming system in a diesel locomotive. 
         [0004]    Thus, what is needed is an auxiliary engine warming system for locomotives that can fit into the space available on a locomotive proximate to the locomotive&#39;s engine, install quickly and easily into the locomotive, and provide an operator with sufficient access to all components of the engine warming system for maintenance or other repairs. 
       BRIEF SUMMARY OF THE INVENTION 
       [0005]    The present invention generally comprises an auxiliary engine warming system for a primary engine in a diesel locomotive including: a modular engine assembly including an auxiliary diesel engine, the assembly displaceable as a unit from and to a frame for the engine warming system; an auxiliary fuel tank including a fuel line detachably connected to the auxiliary engine and including a first fitting detachably connectable to a first fuel line for a fuel tank for the diesel; at least one temperature sensor interfacable with the diesel locomotive and arranged to monitor at least one temperature condition for the diesel locomotive; and an emergency dialer for automatically dialing a preprogrammed number and transmitting an alert message in response to an alarm signal from the at least one temperature sensor. 
         [0006]    In a preferred embodiment, the engine assembly includes a mounting plate, the auxiliary engine is secured to the mounting plate, the mounting plate is slidingly engagable with at least one slot in a frame of the auxiliary engine warming system for insertion into and removal from the frame, and the plate is detachably fastened to the frame by a plurality of threaded fasteners. In another preferred embodiment, the system includes a vibration dampening means for reducing a transmission of vibrations from the auxiliary engine to the locomotive. In a further preferred embodiment, the engine assembly includes a generator mechanically coupled to an output of the auxiliary engine. In yet another preferred embodiment, the system includes a coolant heater with a second fitting detachably connectable to a second fuel line for the fuel tank for the diesel. In one embodiment, the first and second fittings are the only fittings in the system connectable between the system and the fuel tank for the diesel locomotive. In another embodiment, the first and second fittings are the only fittings in the system necessary to supply fuel to the system. 
         [0007]    In a preferred embodiment, the system includes a controller connected to the at least one temperature sensor and the dialer and the at least one sensor includes a coolant temperature sensor and oil temperature sensor. 
         [0008]    The present invention generally comprises an auxiliary engine warming system for a primary engine in a diesel locomotive including an auxiliary diesel engine, a generator mechanically coupled to the auxiliary engine, a temperature sensor operatively arranged to measure a temperature of a coolant in the primary engine of the locomotive, an emergency dialer for automatically dialing a preprogrammed number and transmitting an alert message when the temperature sensor measures a temperature below a minimum limit temperature of the coolant, and a coolant pump for pumping the coolant from the primary engine through the coolant heater, and a coolant heater for warming the coolant as the coolant is pumped through the coolant heater and back into the primary engine. 
         [0009]    In one embodiment the auxiliary engine warming system further comprises a mounting plate, wherein the auxiliary engine is secured to the mounting plate, and wherein the mounting plate is operatively arranged to slidingly engage with at least one slot in a frame of the auxiliary engine warming system. In another embodiment, the engine warming system includes a vibration dampening means for reducing a transmission of vibrations from the auxiliary engine to the locomotive. In yet another embodiment, the current invention includes an auxiliary fuel tank arranged between a primary fuel tank of the locomotive and the auxiliary engine. 
         [0010]    In another embodiment, the present invention includes a generator mechanically coupled to an output of the auxiliary engine for generating electric current. In another embodiment, the auxiliary engine warming system includes an oil pump for circulating oil in an oil sump of the primary engine through the primary engine. In yet another embodiment, the auxiliary engine warming system further comprises a battery means for providing electricity necessary to start the auxiliary engine and emergency dialer. 
         [0011]    It is a general object of the present invention to provide an auxiliary engine warming system for maintaining an appropriate temperature in a locomotive engine, and thus, to prevent damage to the locomotive engine. 
         [0012]    It is a further object of the present invention to provide an auxiliary engine warming system as identified above which can fit into the space available on a locomotive proximate to the locomotive&#39;s engine, install quickly and easily into the locomotive, and provide an operator with sufficient access to all components of the engine warming system for maintenance or other repairs. 
         [0013]    These and other objects and advantages of the present invention will be readily appreciable from the following description of preferred embodiments of the invention and from the accompanying drawings and claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0014]    The nature and mode of operation of the present invention will now be more fully described in the following detailed description of the invention taken with the accompanying drawing figures, in which: 
           [0015]      FIG. 1  is a schematic block diagram of a current invention engine warming system; 
           [0016]      FIG. 2  is a perspective view of the engine warming system shown in  FIG. 1 ; 
           [0017]      FIG. 3  is a left side view of the engine warming system shown in  FIG. 2 ; 
           [0018]      FIG. 4  is a top view of the engine warming system of  FIG. 2 ; 
           [0019]      FIG. 5  is a right side view of the engine warming system of  FIG. 2 ; 
           [0020]      FIG. 6  is a perspective partial exploded view showing an engine assembly removed from the engine warming system shown in  FIG. 2 ; 
           [0021]      FIG. 7  is a front view of the engine warming system of  FIG. 2 ; and, 
           [0022]      FIG. 7   a  is an enlarged view generally illustrating areas  7   a  circled in  FIG. 7 . 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0023]    At the outset, it should be appreciated that like drawing numbers on different drawing views identify identical, or functionally similar, structural elements of the invention. While the present invention is described with respect to what is presently considered to be the preferred aspects, it is to be understood that the invention as claimed is not limited to the disclosed aspects. 
         [0024]    Furthermore, it should be understood that this invention is not limited to the particular methodology, materials and modifications described and as such may, of course, vary. It should also be understood that the terminology used herein is for the purpose of describing particular aspects only, and is not intended to limit the scope of the present invention, which is limited only by the appended claims. 
         [0025]    Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which this invention belongs. Although any methods, devices or materials similar or equivalent to those described herein can be used in the practice or testing of the invention, the preferred methods, devices, and materials are now described. 
         [0026]    Referring now to the drawings,  FIG. 1  is a schematic of engine warming system  100  installed in a locomotive. The locomotive can be any locomotive known in the art, which includes primary engine  10 , coolant reservoir  12 , oil reservoir, or sump,  14 , and primary fuel tank  16 . In a preferred embodiment, engine warming system  100  includes auxiliary engine  102  coupled to generator  104  by any means known in the art, for example, belt  106 . It should be understood that generator  104  creates direct current, but an alternator could be included instead if alternating current were instead desired. Thus, by use of the word “generator,” we mean any device capable of producing electric current, whether it is AC or DC. In a first embodiment the generator has a 74V output. In a second embodiment, the generator provides more electricity than needed by engine warming system  100 , and is arranged to recharge a primary battery in the locomotive (not shown). Advantageously, this arrangement uses electricity produced by the generator which may otherwise be unused. Additionally, it should be understood that belt  106  could be replaced by a chain or other mechanical coupling means that would connect the output of engine  102  to generator  104 . 
         [0027]    In another preferred embodiment, engine  102  is electronically started by electricity provided by battery means  108 . In one embodiment, battery means  108  is a 12V battery, such as a standard car battery. The battery also supplies power for emergency dialer  112 . Emergency dialer  112  is configured to communicate with coolant temperature sensor  110  via control unit, or controller  128 . The emergency dialer can be any emergency dialer known in the art. In one embodiment, the dialer is a standard cellular telephone, or some other equivalent or similar device, which utilizes cellular, satellite, or similar wireless communication technology. Temperature sensor  110  is arranged to measure the temperature of primary engine  10 , and/or the temperature of coolant in primary engine  10 . In typical locomotive applications, the coolant is primarily water, which may also contain some additives. If the temperature sensor reports a temperature below a preset minimum value, control unit  128  electronically commands emergency dialer  112  to dial a preset phone number for a locomotive operator. The phone number is preprogrammed into the emergency dialer during the installation of the engine warming system, and is generally for the operator, foreman, or manager responsible for the particular locomotive. The minimum value is selected as a temperature at which damage to the locomotive&#39;s engine is imminent, which is probably about 10-15 degrees Fahrenheit above freezing (about 40-50 degrees Fahrenheit), but it should be understood that the minimum temperature can be any desired value. After dialing, the emergency dialer then transmits an emergency message, in the form of text or a voice recording, to the operator informing the operator that the temperature of the coolant in the locomotive has dropped below the acceptable minimum level. The operator then has the option to physically go to the locomotive and turn on engine warming system  100 . In a further preferred embodiment, similar to an automatic car starter, the control unit is programmed to electronically start auxiliary engine  102  and heater  114  when the temperature sensor indicates a temperature below the minimum value. 
         [0028]    In one embodiment, the control unit monitors the engine warming system for any faults or errors. For example, the control unit communicates with sensors or probes (not shown) to determine if sufficient power is being generated by generator  104 , sufficient fluid flow is occurring through coolant pump  116 , if the level of fuel is sufficient in locomotive fuel tank  16  and auxiliary fuel tank  122 , if the temperature sensors stop responding, or the like. In another embodiment, if the control unit senses a fault, problem, or error, the unit is programmed to instruct emergency dialer  112  to dial the preset numbers to inform the locomotive operators that the engine warming system is encountering a problem and requires immediate attention. 
         [0029]    Coolant heater  114 , pump  116  and oil pump  118  receive power from generator  104 . Any suitable heater known in the art can be used for heater  114 . In a preferred embodiment, the heater is a 24V diesel fueled coolant heater, such as manufactured by Webasto Product N.A., Inc, which passes electrical energy through a spark plug to ignite fuel passing by the spark plug to produce a flame which is maintained with a supply of diesel fuel. The coolant heater generally has an inner chamber for containing the flame, and an outer shell for the coolant to flow through while absorbing the heat given off by the flame. In another preferred embodiment DC-DC converter  120  is used to convert the generator&#39;s 74 VDC output to 24 VDC, as required by heater  114 . It can be seen by examining coolant loop  117  (coolant lines  117 A,  117 B, and  117 C, collectively) that pump  116  draws coolant from coolant reservoir  12  via coolant line  117 A and pumps the coolant into the outer shell of coolant heater  114  via coolant line  117 B, where the coolant is heated, for example, by a flame within the heater. The heated coolant is discharged into coolant line  117 C, which delivers the heated coolant into primary engine  10 , before eventually being drawn back into pump  116  to repeat the cycle. 
         [0030]    Likewise, oil is drawn by pump  118  via oil line  119 A from oil reservoir  14  and pumped through primary engine  10  by oil line  119 B. The oil is kept warm simply by passing through engine  10  and absorbing residual heat, which is provided by the warm coolant pumping through coolant loop  117 . Thus, no additional heaters should be required to sufficiently warm the oil in the locomotive. 
         [0031]    In a preferred embodiment, heater  114  is fueled directly by the locomotive&#39;s primary fuel tank  16 . In one embodiment, in the operation of heater  114 , an excess of diesel fuel is sprayed over the igniter in the heater to maintain a flame. The extra fuel is stored in auxiliary fuel tank  122 . Auxiliary fuel tank  122  supplies fuel to keep secondary engine  102  in operation. In another preferred embodiment, auxiliary fuel tank  122  contains a spillway (not shown), or is otherwise arranged to discharge any fuel over a maximum level back into primary fuel tank  16 . In a further preferred embodiment, fuel filter  124  is located between primary fuel tank  16  and heater  114 . Fuel loop  121  (fuel lines  121 A,  121 B,  121 C, and  121 D, collectively) can be seen originating in locomotive fuel tank  16 , traveling through fuel line  121 A to heater  114 , with the excess fuel exiting the heater and flowing to auxiliary fuel tank  122  via fuel line  121 B, where excess fuel in the auxiliary fuel tank flows back to the locomotive fuel tank via fuel line  121 C, while a portion of the fuel is supplied via fuel line  121 D to auxiliary engine  102  to keep the auxiliary engine in operation. 
         [0032]    In one preferred embodiment, system  100  includes temperature sensors  110  and  126 . Temperature sensor  110  is located proximate the primary engine and the coolant reservoir for measuring the temperature of the coolant. In one embodiment, sensor  126  also is located proximate the primary engine and oil reservoir for measuring the temperature of the oil. The sensors communicate with control unit  128 . Specifically, the control unit monitors the temperatures of the oil and coolant. Thus, similar to input from temperature sensor  110 , if the temperature of the oil drops below a preset limit value, the control unit instructs emergency dialer  112  to dial a preset number, and transmit the alert message. Once again, the preset number can be for a locomotive operator, and the message will indicate to the operator that engine warming system  100  must be activated in order to maintain a temperature over the minimum value. In another embodiment, the control unit, in response to a low oil temperature signal from sensor  126 , electronically triggers secondary engine  102  to start in addition to, or in lieu of, dialing the operator. Additionally, the control unit instructs the emergency dialer to call the preset number if the control unit detects an electronic or mechanical failure in the system, such as if a valve cannot open, the secondary engine cannot start, the alternator stops generating sufficient electricity, or the like. 
         [0033]      FIG. 2  shows a perspective view of engine warming system  100 . The following should be viewed in light of  FIGS. 1 and 2 . In a preferred embodiment, the engine warming system includes top plate  140  connected by support beams  141  to base plate  142 , which sits atop base  144 . Top plate  140 , support beams  141 , base plate  142 , and base  144  taken together generally comprise a rigid frame or housing for the engine warming system. It should be understood that system  100  is not limited to the frame or housing shown and that other configurations for a frame or housing are included in the spirit and scope of the claimed invention. In another preferred embodiment, vibration dampening means  146  is located between base plate  142  and base  144  for reducing a transmission of vibrations from auxiliary engine  102  to the locomotive. Vibration dampening means  146  are groups of resilient, spring-like, curved elements, as shown, arranged to allow a small degree of relative movement between base  144  and base plate  142 , while still maintaining a generally rigid frame for the engine warming system. By reducing the amount of vibration transferred to the locomotive, it is possible to install the engine warming system in a location proximate to sensitive equipment, where the engine warming system may not otherwise be installed. It should be understood that system  100  is not limited to the dampening means shown and that other configurations for a frame or housing are included in the spirit and scope of the claimed invention. Base  144  can either be permanently secured to the locomotive by welds, rivets, or the like, or detachably secured to the locomotive using bolts or the like. 
         [0034]    In one embodiment, control unit, or controller  128  is located on top plate  140  of the system so that it is accessible by an operator, although it should be understood that other locations for the control unit are possible. In a preferred embodiment, control unit  128  includes master switch  130  for enabling or disabling power to the engine warming system, specifically by having selectable on and off positions. Control unit  128  also has switch  132  to individually start secondary engine  102  and switch  134  for starting heater  114 . In another embodiment, switches  132  and  134  only function if the master switch is put in the on position, because otherwise no power would be deliverable to the system. The switches can be any suitable switches known in the art, including simple mechanical switches to complete or disconnect electric circuits. In a further embodiment, indicator light  136  illuminates to indicate when the master switch is set in the on position, and therefore indicate that the system is receiving power and ready to be started. In yet another embodiment, additional switches, such as switches  138 , are structurally similar to switches  130 ,  132 ,  134 , and could be used to control power to the emergency dialer, pumps, or any other component as desired. 
         [0035]    In a preferred embodiment, the remaining components in engine warming system  100  are located below the control unit. Auxiliary engine  102  is shown next to generator  104  and heater  114 . Safety cover  148  generally houses belt  106 , which is hidden behind and protected by the safety cover. Heater  114  is shown connected to input fuel line  121 A and output fuel line  121 B. The input fuel line pumps fuel from the locomotive&#39;s primary fuel tank  16  to heater  114 , with the fuel passing through filter  124  before arriving at the heater. 
         [0036]    Auxiliary fuel tank  122  is also located between auxiliary engine  102  and heater  114  for supplying excess fuel from the heater into the auxiliary engine. The auxiliary fuel tank is fabricated with custom inlets and outlets and it is connected to the auxiliary engine and coolant heater before the engine warming system is installed in a locomotive. Advantageously, this enables auxiliary fuel tank  122  to act as a hub so that standard sized fuel lines can be used from both the auxiliary engine and the locomotive&#39;s fuel tank to easily connect all fuel lines in fuel loop  121  without the need for any fittings or adaptors. 
         [0037]    The following paragraphs should be read in light of  FIGS. 3 ,  4 , and  5 , which show left, top, and right views of engine warming system  100 , respectively. It can be seen that auxiliary engine  102 , generator  104 , and heater  114  are installed on base plate  142 , and located below control unit  128  on top plate  140 . Exhaust pipe  150  can be seen running vertically proximate to coolant heater  114 . The exhaust pipe connects to the coolant heater to enable the exhaust created by the diesel fueled flame in the heater to escape. Engine exhaust pipe  151  can be seen connecting auxiliary engine  102  to exhaust pipe  150 . 
         [0038]    A plurality of coolant, fuel, and oil lines can also be seen in  FIGS. 3-5 . Specifically, coolant lines  117 A and  117 B can be seen respectively entering and exiting pump  116 , while coolant lines  117 B and  117 C can be seen entering and exiting coolant heater  114 , respectively. Line  117 A originates at quick connect coupling  217 A, while line  117 C terminates at quick connect coupling  217 C. Similarly, it can be seen that any lines or pipes which connect to the locomotive terminate or originate in a quick connect coupling. Quick connect couplings are well known in the art for detachably securing two complimentary sections of pipe together. 
         [0039]    Likewise, fuel lines  121 A and  121 B can be seen respectively entering and exiting coolant heater  114 , and fuel line  121 C can be seen exiting auxiliary fuel tank  122 . Fuel line  121 A originates at coupling  221 A and fuel line  121 B terminates at couple  221 B. Similarly, oil lines  119 A and  119 B are shown entering and exiting oil pump  118 , with line  119 A originating at couple  219 A, and line  119 B terminating at couple  219 B. 
         [0040]    Since system  100  is an auxiliary system, the system is typically installed after construction of the locomotive is already complete. Therefore, there is only a limited space in the locomotive in which to install engine warming system  100 , since the locomotive is not typically designed with an auxiliary warming system in mind. Thus, there may be instances where the engine warming system is installed in a small space, so that an operator has access to substantially only one side of system, with access to the other sides being blocked by pre-existing locomotive components. 
         [0041]    Thus, as shown in  FIG. 6 , modular engine assembly  152  is arranged so that the assembly can simply slide out of engine warming system  100  after a few bolts are undone. That is, the system includes a modular engine assembly. Engine assembly  152  includes auxiliary engine  102  coupled to generator  104  by belt  106 , which is covered by safety cover  148 . The engine and generator are secured to engine mounting plate  154 , preferably by bolts or some other detachable securing means. Engine mounting plate  154  engages with slots  156  in base plate  142  and the mounting plate then secures to base plate  142 . 
         [0042]    Specifically, it can be seen by examining  FIGS. 7 and 7   a  that bolts  162  secure mounting plate  154  to auxiliary engine  102 . Additionally, bolts  162  engage in slots  156  in base plate  142  to provide proper alignment of engine assembly  152  inside the engine warming system. Referring back to  FIG. 6 , the alignment of the engine assembly enables holes  158  in mounting plate  154  to quickly be co-axially aligned with holes  160  in base plate  142  so that bolts can be passed through the holes for securing the mounting plate to the base plate. Therefore, it should be appreciated that by removing engine assembly  152 , an operator or mechanic can gain access to repair, replace, or perform other necessary maintenance on any of the components included in engine warming system  100 . Once the repairs or other maintenance is performed, engine assembly  152  is simply guided back into place by slots  156  and secured to base plate  142  by bolts in holes  158  and  160 . It should be appreciated that the bolts, as in the described and illustrated embodiment, are only one type of threaded, or otherwise detachable securing means known in the art, which should also be considered within the scope of the present invention. 
         [0043]    Advantageously, the arrangement of the auxiliary fuel tank and the coolant heater greatly increase the ease of installation of system  100 , facilitate repair and maintenance of the system, and simplify interface of the system with the locomotive engine. For example, auxiliary fuel tank  122  reduces the number of fuel line connections between tank  16  and the system. Specifically, only two such connections, for lines  121 A and  121 C, are needed, unlike the three or more connections needed in the prior art. That is, if no auxiliary fuel tank were included, one fuel line would be needed to enter a heater, one line to exit the heater, and one line to enter an auxiliary engine. Thus, fewer connections must be manipulated during installation or removal of the system. Further, any special fittings or adaptations needed for interfacing the primary fuel tank and system  100  can be limited to ports  123 A (for the coolant heater) and  123 B (for the auxiliary tank). That is, modifications to the locomotive are minimized. 
         [0044]    Furthermore, the auxiliary tank configuration advantageously acts to isolate system  100  from the fuel system for the locomotive. For example, if the auxiliary engine must be replaced or repaired, the fuel and coolant lines for the locomotive do not have to be disturbed. That is, lines  121 A and  121 C can be disconnected from ports  123 A and  123 B, respectively, without requiring disturbing the “original” fuel lines, such as the lines between the primary tank and the primary engine. Alternately stated, the auxiliary engine draws fuel from the auxiliary fuel tank, not directly from the locomotive fuel tank. Therefore, the auxiliary engine can be removed entirely from the engine warming system without having to disturb the fuel lines connecting the engine warming system to the locomotive. Advantageously, this enables operators to perform maintenance without having to disturb the locomotive itself. 
         [0045]    Thus, it is seen that the objects of the present invention are efficiently obtained, although modifications and changes to the invention should be readily apparent to those having ordinary skill in the art, which modifications are intended to be within the spirit and scope of the invention as claimed. It also is understood that the foregoing description is illustrative of the present invention and should not be considered as limiting. Therefore, other embodiments of the present invention are possible without departing from the spirit and scope of the present invention.