Patent Abstract:
In a railroad locomotive for operation in low ambient temperature conditions with the locomotive having an engine which includes a cooling system using a coolant liquid, a coolant liquid containment system is provided and includes a containment tank, an inlet port in fluid flow communication with an outlet from the engine cooling system and with the interior of the containment tank, an inlet valve for controlling the flow of coolant liquid through the inlet port, an outlet inlet port in fluid flow communication with the interior of the tank for discharge of the coolant liquid from the containment tank, an outlet valve for controlling the flow of coolant liquid from the containment tank, a sensor for monitoring a parameter indicative of the temperature of coolant liquid in the engine cooling system and generating a signal indicative of the temperature of the coolant liquid and a control device for receiving information indicative of the temperature of the coolant liquid and in communication with the inlet valve for controlling the operation of the inlet valve and the flow of the cooling liquid into the tank, when the temperature of the coolant liquid falls below a predetermined level.

Full Description:
RELATED APPLICATIONS 
   This application claims priority of U.S. Provisional Patent Application Ser. No. 60/590,556 filed Jul. 23, 2004, the contents of which are incorporated herein by reference in its entirety. 

   FIELD OF THE INVENTION 
   The present invention relates generally to locomotives and more particularly, to locomotives operating in an extreme environment. 
   BACKGROUND OF THE INVENTION 
   Locomotives operated at high altitudes and in the far north and south regions of the globe are typically subjected to extreme and severe environmental conditions which may have an adverse affect on the operation and performance of the locomotive, including cold temperatures, ice buildup and blowing and drifting snow. One disadvantage with operating locomotives in this type of environment involves blockage of the filters and/or ducts used to provide the required airflow to the locomotive. It is known that snow may be drawn into the air inlet ducts of a locomotive and may accumulate in sufficient quantities to obstruct the passage of air through these ducts. Thus, it is not uncommon for snow to accumulate on air filters disposed in the air inlet pathway of the locomotive. Such accumulations of snow may act to reduce the power output of the engine and/or may cause the engine to cease from operating completely. 
   One way to solve this problem involves increasing the temperature of the air flowing into the air inlet duct and passing through the final air filters by providing a flow of warm air that mixes with the cold ambient air flowing into the air inlet duct. In this case, if the temperature of the inlet air mixture can be maintained above the freezing point, any snow and/or ice that may develop or be deposited on the filters and/or ductwork will melt rather than accumulate and restrict the intake airflow. Unfortunately however, current methods and/or devices for providing the warm airflow require an operator to continuously monitor the filter air intake and to operate the device when warm air is needed to prevent buildup of snow and/or ice, thus taking the locomotive operator&#39;s attention away from operating the locomotive. 
   Another disadvantage involves the water used to cool the locomotive engine. A conventional cooling system used in a diesel locomotive typically includes coolant water without an anti-freeze additive. Although this type of system functions effectively in sub-freezing temperatures and while the locomotive&#39;s engine is running, the water must typically be dumped if the engine unexpectedly, unintentionally or accidentally shuts down. This is because without the engine operating, the engine will not be able to maintain the ambient temperature of the water to be above freezing. As such, the water contained within the system may freeze and damage the coolant system of the locomotive. However, in some situations, dumping of the water may cause severe damage to the railroad tracks and/or the surrounding structures. 
   For example, for locomotives that operate at higher altitudes, the ambient air temperature typically remains constant at sub-freezing temperatures. If the locomotive engine must stop or ceases to operate unexpectedly, dumping of the water may cause the permanently frozen subsoil or permafrost to melt. This is undesirable because in some locations (i.e. railway tracks disposed on mountainous terrain) this permafrost forms the major support structure for the railroad tracks. If this subsoil begins to melt, this may cause the terra firma surrounding the railroad tracks to become unstable and possibly unable to support the loads generated by the railroad tracks, thus subjecting every train that travels over that portion of track to possible derailment due to a shifting or total collapse of the track. 
   SUMMARY OF THE INVENTION 
   In a railroad locomotive for operation in low ambient temperature conditions with the locomotive having an engine which includes a cooling system using a coolant liquid, a coolant liquid containment system is provided and includes a containment tank, an inlet port in fluid flow communication with an outlet from the engine cooling system and with the interior of the containment tank, an inlet valve for controlling the flow of coolant liquid through the inlet port, an outlet inlet port in fluid flow communication with the interior of the tank for discharge of the coolant liquid from the containment tank, an outlet valve for controlling the flow of coolant liquid from the containment tank, a sensor for monitoring a parameter indicative of the temperature of coolant liquid in the engine cooling system and generating a signal indicative of the temperature of the coolant liquid and a control device for receiving information indicative of the temperature of the coolant liquid and in communication with the inlet valve for controlling the operation of the inlet valve and the flow of the cooling liquid into the tank, when the temperature of the coolant liquid falls below a predetermined level. 
   In a railroad locomotive for operation in cold temperature conditions having a locomotive engine disposed within an engine housing having an engine compartment opening in communication with an air inlet to the engine for flow of ambient air into the engine to be used as combustion air, an engine compartment door system is provided and includes a sensor for monitoring a parameter indicative of the resistance to flow of the ambient air through the air inlet due to snow and ice blockage and generating a signal indicative of the resistance to flow, a controller for the engine compartment door system for receiving information indicative of the resistance to flow through the air inlet and a device door at the opening to the engine housing movable between a closed position and an open position, with the controller controlling movement of the door to the open position when flow blockage is indicated and to the closed position when no flow blockage is indicated, with the device door being disposed to cover the engine housing when in the closed position to contain heat generated by the locomotive engine within the locomotive engine housing and with the device door enabling heat generated by the locomotive engine to communicate with the air inlet when in the open position to help remove snow and ice blockage in the air inlet. 

   
     BRIEF DESCRIPTION OF THE FIGURES 
     The foregoing and other features and advantages of the present invention will be more fully understood from the following detailed description of illustrative embodiments, taken in conjunction with the accompanying drawings in which like elements are numbered alike in the several Figures: 
       FIG. 1  is a block diagram illustrating an overall system design for an Automatic Engine Start/Stop (AES) device; 
       FIG. 2  is a block diagram illustrating a method for maintaining the temperature of a cooling fluid within a locomotive cooling system; 
       FIG. 3A  is a block diagram illustrating an overall system design for an Automated Summer/Winter Door (ASWD) system with the device door in the engaged configuration; 
       FIG. 3B  is a block diagram illustrating an overall system design for an Automated Summer/Winter Door (ASWD) system with the device door in the disengaged configuration; 
       FIG. 4  is a block diagram illustrating a locomotive system design incorporating a water containment system; 
       FIG. 5  is an overall schematic of a locomotive cooling system; and 
       FIG. 6  is a schematic of a lay-up heater circuit. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   Referring to  FIG. 1 , a block diagram illustrating an overall system design for an Automatic Engine Start/Stop (AES) device  100  is shown and includes a locomotive  102  having a locomotive cooling system  104  including a cooling fluid  106 , a locomotive engine  108 , an engine control device  110  and a temperature sensing device  112 . Engine control device  110  is communicated with locomotive engine  108  and temperature sensing device  1112 , wherein temperature sensing device  112  is further communicated with locomotive cooling system  104  and an ambient environment  114 . It should be appreciated that AES device  100  operates as follows. Temperature sensing device  112  senses the temperature of the ambient environment  114  and the fluid  106  contained within locomotive cooling system  104  and communicates these values to engine control device  110 . If the locomotive engine  108  is shut down, the air temperature of ambient environment  114  is equal to or below a predetermined ambient threshold temperature, such as 0° C. (32° F.), and the temperature of the fluid  106  contained within locomotive cooling system  104  is equal to or below a predetermined minimum threshold temperature, then engine control device  110  starts up locomotive engine  108 . When the temperature of the fluid  106  within locomotive cooling system  104  reaches a predetermined maximum threshold temperature, then engine control device  110  stops, or shuts down, locomotive engine  108 . This cycle is repeated as necessary. 
   It should be appreciated that temperature sensing device  112  may continuously transmit temperature data to engine control device  110  or temperature sensing device  112  may periodically (according to a predetermined schedule or algorithm) transmit temperature data to engine control device  110 . Moreover, it should be appreciated that communications between engine control device  110 , temperature sensing device  112  and locomotive engine  108  may be achieved, in part or in whole, via wireless communications, hard wired communications or any combination thereof. 
   Referring to  FIG. 2 , a block diagram illustrating a method  200  for maintaining the temperature of the cooling fluid  106  within a locomotive cooling system  104  when the locomotive  102  is not being operated is shown and includes obtaining the locomotive  102  having an automated engine control device  110  and a temperature sensing device  112 , as shown in block  202 . The automated engine control device  110  is associated with the locomotive engine  102  and the temperature sensing device  112  is associated with the locomotive cooling system  104 . Temperature data responsive to the temperature of the cooling fluid  160  is generated using temperature sensing device  112 , as shown in block  204 . It should be appreciated that temperature sensing device  112  may also be able to measure the temperature of the ambient air external to the locomotive  102  and include that ambient temperature into the temperature data. The temperature data is communicated with the automated engine control device  110 , as shown in block  206 , and the locomotive engine  102  is controlled via the automated engine control device  110  responsive to the temperature data. It should be appreciated that if the temperature data reaches a predetermined temperature threshold value the automated engine control device  110  causes the locomotive engine  102  to react in a predetermined manner, such as causes the engine to start up or shut down. 
   Referring to  FIG. 3A  and  FIG. 3B , a block diagram illustrating an overall system design for an Automated Summer/Winter Door (ASWD) system  300  is shown and includes a locomotive  302  having a locomotive structure  304  defining a locomotive engine cavity  306  and a locomotive engine cavity outlet port  308 . An ASWD device  310  is provided and includes a device door  312  configurable between an engaged configuration  314  and a disengaged configuration  316  via an ASWD door controller  317 , wherein ASWD device  310  is disposed such that device door  312  is associated with locomotive cavity outlet port  308 . When device door  312  is in the engaged configuration  314 , device door  312  is disposed to cover locomotive cavity outlet port  308  enclosing locomotive cavity  306 . Conversely, when device door  312  is in the disengaged configuration  316 , device door  312  is disposed away from locomotive cavity outlet port  308  such that locomotive cavity  306  is at least partially accessible via locomotive cavity outlet port  308 . 
   Locomotive structure  304  also defines an air inlet port  318  for receiving an air flow from the ambient environment, wherein the airflow provides cooling air to the locomotives systems. An airflow sensor  320  is also provided, wherein the airflow sensor  320  is disposed within the air inlet port  318  to measure the volume of air flowing into air inlet port  318 . Furthermore, the airflow sensor  320  is communicated with ASWD system  300  such that airflow sensor  320  provides airflow data to ASWD system  300 . It should be appreciated that airflow sensor  320  may be communicated with ASWD system  300  via any device and or method suitable to the desired end purpose, such as wireless communications, hardwired communications, via an additional control device or any combination thereof. 
   It should be appreciated that ASWD system  300  operates as follows. As the locomotive  302  is operating air is being drawn into air inlet port  318 . As the air flow enters air inlet port  318 , airflow sensor  320  monitors and measures the volume of air being entering air inlet port  318  and communicates this airflow data to ASWD door controller  317 . If the volume of air flowing into air inlet port  318  is less than a predetermined minimum airflow volume threshold and the ambient air temperature is less than a predetermined ambient air temperature, then ASWD door controller  317  causes device door  312  to be configured into the dis-engaged configuration  316  allowing ambient and radiant heat from locomotive engine cavity  306  to flow into air inlet port  318  via locomotive engine cavity outlet port  308 . As the volume of air flow increases, ASWD door controller  317  may or may not cause device door  312  to be reconfigured back into the engaged configuration  314 . 
   It should be appreciated that airflow sensor  320  may continuously transmit airflow data to ASWD door controller  317  or airflow sensor  320  may periodically (according to a predetermined schedule or algorithm) transmit airflow data to ASWD door controller  317 . Moreover, it should be appreciated that communications airflow sensor  320  and ASWD door controller  317  may be achieved, in part or in whole, via wireless communications, hard wired communications or any combination thereof. 
   Referring to  FIG. 4 , a block diagram illustrating a locomotive system design incorporating a water containment system  500  is shown and includes a locomotive  502  having a locomotive cooling system  504  including a cooling fluid  506 , a locomotive engine  508  and a fluid containment device  510 . Fluid containment device  510  includes a device structure  512  which defines a device cavity  514  for containing cooling fluid  506 . Device structure  512  also defines a device inlet  516  and a device outlet  518 , wherein device inlet  516  is communicated with locomotive cooling system  504  for receiving cooling fluid  506  and wherein device outlet  518  is communicated with the ambient environment external to locomotive  502 . Fluid containment device  510  also includes a fluid inlet control valve  520  and a fluid outlet control valve  522  for controlling the flow of fluid into and out of device cavity  514 , respectively. 
   Device structure  512  may be constructed from an elastic, size accommodating material such that if device cavity  514  is filled with cooling fluid  506  and cooling fluid  506  freezes and expands, device structure  512  will not rupture and/or leak. When the locomotive  502  reaches a location where dumping of coolant is allowed and/or will not cause damage, fluid outlet control valve  522  may be operated to discharge the cooling fluid  506  contained within device cavity  512 . It should be appreciated that fluid outlet control valve  522  may be a mechanical, electrical and/or a pneumatic device and may be operated automatically, manually and/or remotely. 
   Referring to  FIG. 5  and  FIG. 6 , it should be appreciated that at least four (4) levels of protection will be provided by the locomotive equipment and the cooling system control logic disclosed herein. Any of the levels of protection can fail and water still not be dumped. These levels of protection include, but are not limited to, the inlet and outlet shutters on the radiator system closing when too much heat is going out and will work in conjunction with changes in engine speed. The automated doors may be used to keep other parts of the locomotive from loosing heat, as well, by allowing the ambient air inflow into these parts to be shut off. Additionally, temperature/rate of change of temperature to provide failure information. 
   Moreover, the inlet and outlet shutters may open or close as required to maintain engine water and oil temperature while the engine is idling. The shutters may be controlled by microprocessors responsive to the ambient conditions, water/oil temperature, engine operating conditions. Also, if the engine is idling, the engine speed may increase and decrease in order to maintain the engine water and oil temperatures by increasing the load on the engine. Furthermore, if the engine shuts down for any reason and the engine water and oil temperatures fall below a predetermined temperature value, the Lay-up heater system will start and maintain the engine and water temperatures. This may be accomplished by employing one or more redundant heaters (Lay-up heaters) that are ‘stand-alone’ heater systems and that may be used in conjunction with a controller that may control the heaters in an automatic fashion or allow for the manual control of the heaters. Also, a redundancy of heat sources may be used, such as wayside power, power from other locomotives, Auxiliary Power Unit (APU). 
   It should also be appreciated that the Lay-up heaters are protected in a circuit and drain venting for the circuit is provided by at least one reverse check valve and the physical location of the equipment regarding height and gravity draining. If the lay-up heating system fails or if it is unable to maintain engine water temperature above a predetermined temperature value, the AES device  100  will start the engine to provide heat and maintain the engine water and oil temperatures. The lay up heating could also be used to keep other equipment/fluids warm and/or prevent from freezing ex. Fuel, battery, control electronics, grid packaging, cab etc. The heating system could use diesel fired heaters. 
   However, if for some reason the engine can not be restarted, then a computer controlled automatic water dump system will dump the water when the temperature of the water reaches a predetermined temperature value. Thus, the water may be dumped into fluid containment device  510 , before the water freezes. It should be appreciated that fluid containment device  510  may be any type of fluid containment device suitable to the desired end purpose, such as an expandable bladder and/or a tank protected from freeze damage by a freeze protection plug that will burst to relieve pressure from expanding ice. Moreover, fluid containment device  510  may be used to collect and/or contain other fluids as well as water, such as engine oil, or multiple fluid containment devices  510  may be used, as desired. Moreover, the liquids collected and/or contained with the fluid containment device  510  may be monitored to prevent overflow. Furthermore, it should be appreciated that APU generated power as well as its radiant and cooling water/oil and exhaust power could be used to provide heat for keeping the equipment warm or that wayside power may be used to provide heat for keeping the equipment warm or that trainline power may be used to provide heat to keep the equipment warm. 
   While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes, omissions and/or additions may be made and equivalents may be substituted for elements thereof without departing from the spirit and scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims. Moreover, unless specifically stated any use of the terms first, second, etc. do not denote any order or importance, but rather the terms first, second, etc. are used to distinguish one element from another.

Technology Classification (CPC): 5