EA005176B1 - System and method for providing auxiliary power to a large diesel engine - Google Patents

Abstract

1. An auxiliary power system for operation in cooperation with a primary engine having a battery, comprising: (A) a secondary engine; and (B) a controller having a timer, the controller being configured to shut down the primary engine based at least in part on a predetermined time period of idling of the primary engine, and to enable automatic operation of the secondary engine. 2. The auxiliary power system of claim 1, wherein the controller is configured to start the secondary engine based at least in part on a predetermined ambient temperature. 3. The auxiliary power system of claim 1, further comprising electrical power producing means driven by the secondary engine. 4. The auxiliary power system of claim 3, wherein the electrical power producing means comprise a 240vac, 60Hz, single-phase electrical generator. 5. The auxiliary power system of claim 4, wherein the electrical generator produces at least 17kVA. 6. The auxiliary power system of claim 4, further comprising battery charging means. 7. The auxiliary power system of claim 6, wherein the controller is configured to: (i) isolate the primary engine battery from dc loads upon operation of the secondary engine; and (ii) charge the primary engine battery, using the battery charging means, during operation of the secondary engine. 8. The auxiliary power system of claim 1, further comprising: (A) primary engine coolant pumping means; and (B) heat exchanging means. 9. The auxiliary power system of claim 8, further comprising engine coolant heating means. 10. The auxiliary power system of claim 9, further comprising coolant temperature sensing means, wherein the controller is configured to maintain, using at least the coolant temperature sensing means and the engine coolant heating means, primary engine coolant temperature within a predetermined temperature range. 11. The auxiliary power system of claim 9, wherein the engine coolant heating means comprise electric heaters. 12. The auxiliary power system of claim 1, further comprising primary engine lube-oil pumping means. 13. The auxiliary power system of claim 12, further comprising lube-oil heating means. 14. The auxiliary power system of claim 13, further comprising primary engine lube-oil temperature sensing means, wherein the controller is configured to maintain, using at least the primary engine lube-oil temperature sensing means and the lube-oil heating means, primary engine lube-oil temperature within a predetermined temperature range. 15. The auxiliary power system of claim 13, wherein the lube-oil heating means comprise electric heaters. 16. The auxiliary power system of claim 1, further comprising a remotely operable primary engine coolant drain valve. 17. The auxiliary power system of claim 16, wherein the controller is configured to cause the remotely operable drain valve to open and to drain primary engine coolant after a predetermined time period, responsive to at least a predetermined ambient temperature, if the primary engine is not operating and the secondary engine does not start. 18. The auxiliary power system of claim 1, wherein the primary engine is mounted in a locomotive. 19. A method of supplying auxiliary power to a primary engine, comprising: (A) providing a secondary engine coupled to an electrical generator, and a controller having (i) a primary engine idle timer and (ii) a plurality of selectable control modes; (B) monitoring an operating condition of the primary engine; (C) automatically shutting down the primary engine based at least in part on a predetermined time period of idling of the primary engine; and (D) operating the secondary engine in response to at least one predetermined condition of the primary engine. 20. The method of claim 19, wherein the operating the secondary engine comprises: (i) if the controller is selected to a first mode, (a) starting the secondary engine in response to a first selected coolant temperature or lube-oil temperature, and (b) shutting down the secondary engine in response to a second selected coolant temperature or lube-oil temperature; (ii) if the controller is selected to a second mode, (a) enabling manual control of the secondary engine, (b) starting the secondary engine in response to a first selected coolant temperature or lube-oil temperature, and (c) shutting down the secondary engine in response to a second selected coolant temperature or lube-oil temperature; and (iii) if the controller is selected to a third mode, (a) enabling manual control of the secondary engine. 21. The method of claim 19, wherein the primary engine is mounted in a locomotive.

Description

FIELD OF THE INVENTION

The present invention relates to large diesel systems, and more particularly, to a system and method for supplying additional energy to a locomotive engine in order to automatically shut off such a locomotive engine in all weather conditions.

BACKGROUND OF THE INVENTION

Typically, large diesel engines, such as locomotive engines, do not turn off in cold weather due to difficulty starting up. Diesel engines do not have the advantages associated with an electric spark creating combustion, and they must be based on the heat generated by air compression to ignite the fuel in the engine cylinders. At low temperatures (ambient temperature below about 40 ° C), two main factors make it difficult to start a diesel engine. Firstly, in cold ambient air drawn into the engine, the temperature must be sufficiently elevated to cause combustion. Secondly, diesel fuel tends to exhibit low viscosity at low temperatures, making it difficult to start the engine. In addition, engine oil, which provides lubrication to the engine, is most effective within certain temperatures, usually corresponding to the normal operating temperature of the engine. When engine lubricant is cold, it tends to prevent the engine from starting. Moreover, most engines require the supply of large electrical energy, usually provided by a battery, in order to crank and start the engine. Unfortunately, weather with significantly lower temperatures also has an adverse effect on batteries.

In cold weather, large engines usually idle at night to avoid having to restart in the morning and get heat to house the brigade. Locomotives that must operate in very cold ambient conditions must operate continuously with high fuel costs, or, if they are turned off, the engine cooling compound must be drained from them and additional power supply and heaters must be provided, also at high cost. Most locomotives are provided with a drain cock, which is activated if the engine coolant is close to freezing, to drain the entire engine coolant to prevent damage to the engine. If the cooling compound of its main engine merges at the locomotive, the tank car or tank car must be filled again before starting, which creates delays and increases costs.

In warm weather, locomotive engines usually idle to provide air conditioning and other services, including lighting, air pressure and electrical appliances. If the locomotive turns off, solid state static inverters, which convert DC energy from locomotive batteries to usable AC energy, can provide electrical energy for air conditioning and other services. Appliances, such as inverters, are parasitic loads that tend to drain batteries, which adversely affects motor reliability. Alternatively, roadside electric energy may be used, but it usually does not support air conditioning.

Several systems have been developed to maintain heat in a large diesel engine in low-temperature environments. For example, US Pat. No. 4,424,775 shows an additional engine for maintaining a cooling composition, lubricating oil and batteries of a primary diesel engine in a restart state by using the exhaust heat of an additional engine to keep the cooling composition, lubricating oil and batteries in a sufficiently warm state. US Pat. No. 4,762,170 shows a system for facilitating the restarting of an automotive diesel engine in cold weather by keeping the fuel, coolant, and lubricating oil warm by connecting fluid systems. US Pat. No. 4,711,204 describes a small diesel engine for supplying heat to a coolant composition of a primary diesel engine in cold weather. A small motor drives a limited flow centrifugal pump, so that the coolant is heated and then pumped back through the primary cooling pipes. In many such systems, an electric generator or inverter may be contained to maintain battery charge.

None of these systems, however, deals specifically with other problems associated with a large diesel engine idling, such as wear on the prime mover, wet deposits due to leakage through piston rings resulting from idling for long periods of time in cold weather. high fuel and lubricant consumption, etc. As you know, there is no effective alternative to idling in warm weather.

Summary of the invention

The present invention is the creation of a reliable system for supplying additional energy, allowing to turn off the primary diesel engine in all weather conditions.

Another objective is to create a system that starts the additional energy block to keep the primary engine warmed up under the influence of a predetermined ambient temperature.

Another objective is to create a system that turns off the prime mover after a predetermined period of time, regardless of the ambient temperature, and starts the unit of additional energy.

Another objective is the creation of a system that maintains the temperature level of the fuel, coolant and lubricating oil of the prime mover sufficient to facilitate its restarting at cold ambient temperatures. A more specific object of the present invention is to keep the primary engine coolant composition warm by using electric heaters and a heat exchanger. Related to the above tasks is the task of keeping the prime mover lubricating oil warm by using a recirculation pump and electric heaters.

Another objective of the present invention is the provision of heating and air conditioning in the cabin for the convenience of the team.

Another objective of the present invention is to provide an electric generator for charging primary engine batteries, as well as to generate standard 240 VAC and 120 VAC, allowing use for non-vital and household loads.

A more specific object of the invention is to isolate the primary engine storage batteries when such a primary engine is turned off to prevent battery discharge.

The present invention provides such a system and method that automatically provides protection when stopped in cold weather in a mobile unit that will protect the primary engine and compartment separation systems from freezing. Prior art solutions require the prime mover to remain operational, or require the use of roadside stations. The present invention allows automatic shutdown of the prime mover instead of continuous idling, thereby preserving the charge of the primary engine battery. Prior art solutions that automatically turn off the prime mover require the prime mover to automatically start and idle to protect the prime mover from freezing, or that the prime mover start up when the prime mover’s battery is low. The present invention allows cab air conditioning to operate when the prime mover is turned off. Prior art solutions require the prime mover to operate for air conditioning. The present invention provides electrical energy for standard household voltage household and non-vital loads, allowing the installation and use of electrical appliances that are available in most cases without the need to maintain the prime mover. Prior art solutions are based on using the energy of a 74 V DC locomotive with specially designed components. Such components are expensive and of limited supply, as they must be designed to handle unusual voltages that are not widespread outside the railway industry, or they require the use of solid state inverters. In any case, the prime mover must remain running to receive electrical energy or to charge the batteries.

Brief Description of the Drawings

The above and other features, aspects and advantages of the present invention are discussed in detail in connection with the following description of its embodiments shown in the accompanying drawings, in which in FIG. 1 is a schematic general view of the components of an embodiment of the present invention;

in FIG. 2 is an illustration of a block diagram of mechanical components of an embodiment of the invention;

in FIG. 3 is an illustration of a block diagram of the mechanical components of the invention for describing the features of an additional engine cooling system;

in FIG. 4 is an illustration of a block diagram of the mechanical components of the invention for describing features of an additional engine lubrication system;

in FIG. 5 is an illustration of a block diagram of electrical components of the invention for describing operational features of an embodiment of the present invention;

in FIG. 6 is an illustration of a block diagram of electrical components of the invention for describing features of electrical control of an embodiment of the present invention;

in FIG. 7 is an electrical schematic diagram of part of FIG. 5;

in FIG. 8 is a connection diagram of electrical control circuits for describing operational distinctive features of an embodiment of the invention; and in FIG. 9 is a flowchart illustrating logical steps performed by one embodiment of the present invention to operate the system described herein.

DETAILED DESCRIPTION OF THE INVENTION

The invention, summarized above and defined by the claims, can be more easily understood by reference to the following detailed description in conjunction with the accompanying drawings, in which like numbers are used for like details. This is a detailed description of an embodiment, set forth below in order to be able to carry out and use an embodiment of the invention, is not intended to limit the listed claims, but serves as a specific example thereof. The person skilled in the art should understand that he can easily use the idea and the specific embodiment described as the basis for modifying or developing other methods and systems for implementing the same objectives of the present invention. One skilled in the art should also understand that such equivalent assemblies do not depart from the spirit and scope of the invention in its broadest form.

The present invention provides an improved system for providing heating or cooling and generating electricity in a railway locomotive under all operating environmental conditions and saves locomotive fuel and lubricating oil. An additional energy unit containing a diesel engine connected to an electric generator is installed in the locomotive cab. In a preferred embodiment, the engine may be a turbocharged four-cylinder engine, such as an engine manufactured by KiOo and having a rated effective power of about 32 hp. at 1800 rpm The engine of the auxiliary unit can receive fuel directly from the main fuel tank of the locomotive. Equipping the additional unit with a 20 gallon lube oil sump and recirculation pump to extend the oil change intervals can minimize the maintenance of such an additional unit engine. To protect the engine of the auxiliary unit, it must also be equipped with a shutdown when the temperature is too high and the lubricating oil pressure is reduced, in order to prevent engine damage in case of engine overheating or operation when there is insufficient lubricating oil.

In a preferred embodiment, the electric generator may be a single-phase generator for 240 V AC / 60 Hz and a power of 17 kVA, mechanically connected to such an engine. A 240 VAC / 74 VDC battery charger, such as an A-40 Bashagsye locomotive battery charger for locomotive batteries, is provided to keep the locomotive battery charged when the optional unit is running.

As shown in the drawings, a General view of the system of an exemplary embodiment of the present invention. In the particular embodiment shown in FIG. 1, the prime mover 10 has an integral cooling system including a radiator 13 for dissipating heat absorbed from the prime mover 10 and support components such as oil cooler 15. The flow path of the coolant for the prime mover 10 forms a closed loop. The cooling composition exits the primary engine 10 through the connection 17 through the exhaust pipe 19 and flows to the radiator 13, in which heat is transferred from such a cooling composition to the atmosphere. Such a cooling composition flows through a transfer pipe 22 to an oil cooler 15 in which heat is transferred from the primary engine lubricating oil 10 to such a cooling composition. Such a cooling composition flows through the return pipe 25 and re-enters the prime mover 10 through the filter housing 27. A channel 28 for draining the engine coolant is provided in order to remove the coolant during cold weather to prevent damage from freezing.

The primary engine lubricating oil provides lubrication to the primary engine 10 and helps to remove the heat of combustion from the primary engine 10. Such lubricating oil leaves the primary engine 10 through a connection 30 through the exhaust pipe 31 to the oil cooler 15, where it transfers heat to the primary cooling composition. Lubricating oil exits the oil cooler 15, flows to the oil filter 33 through the connecting pipe 35 and returns to the prime mover 10 through the return pipe 37. The channel 40 for draining the filter is connected to the filter housing 27 and is provided for draining the oil from the system during periodic maintenance. During periodic oil changes, lubricating oil is drained from the entire system through a drain of 42 lubricating oils.

In accordance with the present invention, there is provided a secondary engine 45 having an electric generator 48 mechanically coupled to such a secondary engine 45. The secondary engine 45 may be a turbocharged four-cylinder diesel engine, such as an engine manufactured by KiBo1a and having a rated effective power of 32 hp. at 1800 rpm Such an engine can receive fuel directly from the fuel tank of the prime mover. The secondary engine 45 receives fuel for operation from a common fuel supply for the primary engine 10 through the fuel connections 51, 52. The secondary engine 45 is a separate additional closed loop cooling system 55 including a heat exchanger 57 that is designed to transfer heat generated by operation secondary engine 45, to a system designed to keep primary engine 10 warm. The additional cooling composition in such a separate closed-loop system 55 flows through the secondary engine 45 and absorbs the used heat generated by internal combustion in the secondary engine 45. Such additional cooling composition flows to the heat exchanger 57 where it transfers such absorbed heat to the cooling composition of the primary engine in a separate circuit.

As shown in FIG. 2, two additional loops are provided to keep the prime mover 10 warm in cold environments. This device uses two pumps, shown at 62 and 77. Pump 62 is used to bring the coolant into proper condition. Pump 77 is used to properly lubricate oil. The cooling circuit 60 includes a cooling composition pump 62, which may be electrically driven or, in an alternative embodiment, may be driven directly by the secondary engine 45. The inlet of the pump 62 is operatively connected via a pipe to a suitable location in the cooling system of the primary engine 10 .

Pump 62 receives energy from electric motor 63. Its outlet at 64 is connected to a conduit leading to the inlet of heat exchanger 57. Coolant is discharged from pump 62 to heat exchanger 57. (For clarity, the connections on heat exchanger 57 were numbered in FIG. 2 and 3.) The cooling compound enters the heat exchanger 57 at position 2 and exits under position 1 and enters the heater 65 of the cooling composition. A pipe connects the outlet of the heat exchanger 57 with a heater 65 of the cooling composition.

A heater 65 of the cooling composition in the cooling circuit 60 complements the heat exchanger 57 by adding heat to the cooling composition of the prime mover. In a preferred embodiment, the cooling composition heater 65 includes three electric water heaters 66, 67, 68 of approximately 3 kW each. Alternative embodiments may include more or less heating elements and heating elements of other sizes. The coolant composition heater 65 includes a coolant thermostat 70 for detecting the temperature of the coolant composition and a thermometer 73 for displaying the temperature of the prime mover. Coolant composition thermostat 70 is used in the temperature control circuit of the coolant composition as described below. In a preferred embodiment, the cooling composition from the primary engine 10 is sucked from the connection in the channel 28 to drain the cooling composition of the engine (FIG. 1) by suction by the pump 62. Other suction points of the cooling composition can be selected as desired. The cooling composition then enters the heat exchanger 57 and the heater 65 of the cooling composition and returns to the prime mover 10 via a return line. Such a conduit may include a corresponding check valve and a check valve (not shown). Such a check valve may allow the cooling compound to pass to the pump 62, but prevents the liquid from entering the cooling circuit 60 upstream from the cooling compound heater 65 when the prime mover 10 is operating. The valve 74 for draining the water from the prime mover (FIG. 1) opens and the coolant from the prime mover 10 is drained to protect the prime mover 10 from freezing damage in the event that the secondary motor 45 is not started and is not taken operator action. The temperature control of the primary engine coolant composition by the components of the cooling circuit 60 is described in detail below with reference to FIG. 7 and 8.

In an alternative embodiment, the primary cooling composition may also be passed through a heat exchanger connected to the outlet of the secondary engine. This allows you to transfer additional heat to the cooling composition of the primary engine, increasing efficiency.

The lubricating oil circuit 75 includes an oil pump 77, which may be electrically driven or, in an alternative embodiment, may be driven directly by the secondary engine 45. In a preferred embodiment, the oil pump 77 may be a piston pump, and the engine 78 drives activating the oil pump 77. The oil heater 79 in the lubricating oil circuit 75 adds heat to the primary engine lubricating oil. In a preferred embodiment, the oil heater 79 includes two electric oil heaters 80, 81 of approximately 3 kW each. Alternative embodiments may include more or less heating elements and heating elements of a different size. The oil heater 79 includes an oil thermostat 83 for determining the temperature of the lubricating oil and a thermometer 85 for displaying the temperature of the lubricating oil of the prime mover. An oil thermostat 83 is used in the oil temperature control circuit as described below. In a preferred embodiment, the oil from the prime mover 10 is sucked out of the connection in the lubricating oil drain channel 42 (FIG. 1) by suction by the oil pump 77 in the direction of arrow 88 (FIG. 1). Optionally, other oil suction points can be selected. Lubricating oil is discharged from the pump 77 to the oil heater 79 and returned to the prime mover 10 through a connection in the channel 40 for draining the filter (FIG. 1). Optionally, other oil return points can be selected. The control of the temperature of the primary engine lubricating oil by the components of the lubricating oil circuit 75 is described in detail with reference to FIG. 7 and 8.

In FIG. 3 shows an additional cooling system for the secondary engine 45. The cooling composition in such a system absorbs the used heat of combustion from the secondary engine 45 and transfers such heat in the heat exchanger 57 to the cooling circuit 60 (FIG. 2). (For clarity, the connections on the heat exchanger 57 were numbered in Figs. 2 and 3.) An additional cooling compound enters the heat exchanger 57 through connection 4 and exits connection 3 and then goes to and replenishes the water tank 90 and returns to the secondary engine 45. Water tank 90 for replenishment is located in such an additional cooling system to ensure that a sufficient amount of coolant is available for the safe operation of the secondary engine 45. A temperature-sensitive engine device 92 is included in I display a working temperature of the secondary motor 45.

In FIG. 4, the lubrication system of the secondary engine 45 is depicted. A large oil sump 95 or reservoir is provided to achieve extended operation between oil changes due to periodic maintenance of the primary engine 10. Oil is sucked from the sump 95 through a filter 97 into the oil change unit 100, which contains a measuring nozzle 101 to control the amount of oil flow to the secondary engine 45. The oil change unit 100 also contains a integral bypass valve 103 to protect the components of the secondary engine atelier from overpressure. If the bypass valve 103 rises, the oil is directed back to the sump 95. Such a secondary engine lubrication system is also provided with an opening 105 for draining the engine crankcase to prevent damage to the secondary engine components from excess oil in the engine crankcase. Instruments 106 that are sensitive to oil temperature and oil pressure in the engine are contained to display the operating temperature and oil pressure of the secondary engine 45. To protect the secondary engine 45, it is also equipped with a shutdown when the temperature and low pressure of the lubricating oil are turned off to prevent damage to the engine in the event of when the engine overheats or runs with insufficient lubricating oil.

In an alternative embodiment, the lubrication system of the secondary engine 45 may be cross-connected to the lubricating oil circuit 75 of the primary engine 10. As shown in FIG. 1, oil may be sucked in from the secondary engine 45 at connection 110 through the pipe 111 in the direction of the arrow 113, and then into the oil pump 77. At least a portion of the outlet of the oil pump 77 is directed back to the secondary engine 45 through the connecting pipe 115, as indicated by arrow 119. Equipping the secondary engine 45 with a large lube oil sump, such as a 20 gallon tank, and pump 77 can provide extended oil change intervals and minimize maintenance of the secondary engine 45.

In FIG. 5 is a perspective view of a block diagram of an electrical distribution system in accordance with an embodiment of the present invention. The electrical energy for starting the secondary engine 45 is provided by a separate battery 120 designed for this purpose, such a battery may be a standard battery voltage of 12 V DC. The starter 122 rotates the secondary engine 45 at a start signal, as described below in connection with FIG. 9. The alternator 125 keeps the battery 120 ready during operation of the secondary motor 45. The electric generator 48 may be a single-phase generator of 240 V AC / 60 Hz with a power of 17 kVA, mechanically connected to the secondary motor 45. Generators may be used different size and power. The output of the generator 48 is supplied to the output junction box 130, where electrical energy is distributed to selected electrical loads, such as a unit 132 for charging a battery at 240 V AC / 74 V DC, such as a unit for charging a battery at locomotive A- 40 for locomotive batteries, to keep the primary engine battery charged, whenever the secondary engine is running. Other electrical loads may include an optional air compressor 133, an air conditioning unit 134, and a cabin heater 135. In a preferred embodiment, cabin comfort can be maintained during periods of cold weather by additional cabin heaters 135 that respond to a wall mounted thermostat. An air conditioning 134 of cab air at 240 VAC may also be provided to maintain cab comfort during periods of warm weather. An air compressor 133 with an electric or mechanical drive may also be provided to maintain the pressure and volume of air in the train line.

Other 240 VAC electrical loads include electric water heaters 66, 67, 68 and electric oil heaters 80, 81. In one embodiment, an electric fuel heater may also be provided. Electric water heaters and electric oil heaters serve two purposes. One goal is to create immersion heating for the cooling circuit 60 and the lubricating oil circuit 75. The second goal is to load the secondary engine 45 by means of a generator 48 and transfer the heat generated by this load through the heat exchanger 57 to the cooling composition of the primary engine in circuit 60.

As shown in FIG. 6, the 240 VAC output from generator 48 can also be lowered to standard household 120 VAC for lighting 136 and outlets 137 via circuit breakers 138 and 139, respectively. Sockets 240 V AC and 120 V AC are provided for non-vital electrical and household loads. For operational purposes, some 240 VAC circuit breakers may be interlocked as shown in FIG. 6. For example, in order to prevent overload of the generator 48 during operation in warm weather, the air conditioner circuit breaker 140 is interlocked with the electric heater circuit breaker 142, so that both circuit breakers cannot be turned on simultaneously. In addition, it is not necessary that the air conditioner 134 operate simultaneously with the cabin heaters 135, therefore, the air conditioner circuit breaker 140 is interlocked with the cabin heater circuit breaker 145, so that both circuit breakers cannot be turned on at the same time. Electric energy for the 240 VAC / 74 VDC battery pack 132 is supplied through a circuit breaker 149 to keep the primary engine battery 150 charged when the secondary engine 45 is running.

In FIG. 7 is an electrical schematic diagram of an electrical control panel 152 included in a preferred embodiment for describing control features of the present invention. The control panel 152 contains circuit breakers and indicators for electrical circuits. A main circuit breaker 151 is provided on the panel 152 for shutting off the energy consumed from the generator 48. Circuit breakers are also provided for systems, as described in relation to FIG. 5 and 6, such as air conditioning 134, cabin heater 135, and unit 132 for charging a battery. The panel 152 also contains circuit breakers for the water pump 82 of the cooling compound and the oil pump 77. The panel 152 also provides switches for the oil heaters 80, 81 and for the water heaters 66, 67, 68. A voltmeter 153 located on the panel 152 is provided for monitoring the output voltage of the generator 48. The secondary power supply circuit 24 VAC is supplied with power 155 for operation of the contactors and indicator light, such as an indicator light 157 for energy supply, an indicator light 158 for turning on the water heater A and the indicator lamp 159 turn on the oil heater. Panel 152 has a step-down transformer 161 from 240 VAC to 120 VAC. Panel 152 also has a step-down transformer 163 from 240 VAC to 120 VAC.

In order to keep the prime mover 10 warmed up at low ambient temperatures, a control system such as that shown in FIG. 8. Locomotive coolant pump 62, heat exchanger 57, and coolant heater 65, including immersion heaters 66, 67, 68, maintain the temperature in the primary engine cooling system above a pre-selected temperature, such as 23.9 ° C (75 ° P) ) A piston lubricating oil recirculation pump 77 and an oil heater 79 including immersion heaters 80, 81 maintain the locomotive's lubricating oil temperature above a preselected temperature, such as 10 ° C (50 ° E).

The various components of the device can be electrically controlled to provide automatic control of its operation and thermostatic control of the temperature of the fluids circulating along the cooling circuit 60 and the lubricating oil circuit 75 to ensure the proper functioning of the adjusting device to keep the engine 10 ready for use. An electrical control unit such as that shown in FIG. 8 is connected to motors 63 and 78 for pumps 62, 77, respectively.

The coolant control circuit 170 controls the operation of the coolant pump 62 and the coolant heater 65. The temperature of the refrigerant composition is controlled by a thermostatic element 70, and the flow-responsive switches 174 and 175 control the flow rate of the refrigerant composition. If the flow is interrupted, the coolant control circuit 170 is able to turn off the pump 62 to prevent the breakdown of the coolant or damage to the equipment. The thermostatic element 70 additionally controls the temperature of the cooling composition and correctly operates the heating elements 66, 67, 68 through the coil 178 of the contactor of the heating elements.

In normal use, the thermostatic element 70 is pre-set to the temperature at which the coolant should be when circulating through the engine 10, such as 23.9 ° C (75 ° E). Until the circulating cooling composition reaches this temperature, the thermostatic element 70 will continue to operate the heating elements 66, 67, 68, adding heat to the cooling circuit 60. The cooling composition is heated by direct contact with the heating elements 66, 67, 68. When the cooling composition reaches the desired temperature , the thermostatic element 70 causes, by means of the coil 178 of the contactor of the heating elements, to open the circuit of the heating elements 66, 67, 68 until the temperature bone does not fall below that predetermined temperature level.

In an alternative embodiment, a microcontroller is provided. Such a microcontroller is programmed, so that only the amount of electric heating that is necessary in accordance with the surrounding conditions is used to avoid large temperature fluctuations with the associated shutdowns and starts of the secondary engine 45 and increased fuel consumption and wear of such a secondary engine 45.

In order to prevent damage to the heating elements 66, 67, 68 due to the lack of liquid recirculation, the flow control switches 174, 175 control the passage of the coolant through the heater 65 of the coolant. As flow continues, switch 174 remains closed. It opens in the absence of flow through the heater 65 of the cooling compound. This actuation is used to immediately open the circuit of the heating elements 66, 67, 68 to prevent damage to them and prevent the destruction of the coolant in the heater 65 of the coolant. The coolant control circuit 170 also includes a time delay coil 179 capable of controlling the actuation of the flow control switch 175. If the flow has stopped within a predetermined time, then the time delay coil 179 then turns off the entire device and requires its manual restart. Thus, the operation of the device can be automatically controlled, at the same time ensuring that there will be no destruction of the circulated fluid, nor the equipment or engine 10.

The lubricating oil control circuit 170 controls the operation of the oil pump 77 and the lubricating oil heater 79. The temperature of the lubricating oil is controlled by a thermostatic element 83, and the flow-responsive switches 184 and 185 control the flow rate of the lubricating oil. If the flow is interrupted, the lubricating oil control circuit 180 is able to turn off the pump 77 to prevent the destruction of the oil or equipment. The thermostatic element 83 additionally controls the temperature of the lubricating oil and correctly operates the heating elements 80, 81 through the coil 188 of the contactor of the heating elements. The upper limit thermostat 183 acts as a safety switch to remove energy from the heating elements 80, 81 in case of exceeding a predetermined temperature of the lubricating oil.

In normal use, the thermostatic element 83 is set to a temperature at which the lubricating oil must keep the engine 10 warm, such as 10 ° C (50 ° E). Until the circulating lubricating oil reaches this temperature, the thermostatic element 83 continues to operate the heating elements 80, 81, adding heat to the lubricating oil circuit 75. The lubricating oil is heated by direct contact with the heating elements 80, 81. When the lubricating oil reaches the required temperature, the thermostatic element 83 causes, by winding 188 of the contactor of the heating elements, the heating element circuit 80, 81 to until the temperature of the liquid drops again below such a predetermined temperature level. If the lubricating oil reaches an unsafe temperature, the upper limit thermostat 183 causes, through the coil 188 of the heating element contactor, the circuit of the heating elements 80, 81 to open until the liquid temperature again falls below a predetermined temperature level.

In order to prevent damage to the heating elements 80, 81 due to the lack of liquid recirculation, the flow control switches 184, 185 control the passage of lubricating oil through the lubricating oil heater 79. As flow continues, switch 184 remains closed. It opens when there is no flow through the lubricating oil heater 79. This actuation is used to immediately open the circuit of the heating elements 80, 81 in order to prevent damage to them and to prevent the destruction of the lubricating oil in the lubricating oil heater 79. The lubricating oil control circuit 180 also includes a time delay coil 189 capable of controlling the actuation of the flow control switch 185. If the flow is interrupted for a predetermined time, the time delay coil 189 then turns off the entire device and requires manual start. Thus, the operation of the device can be automatically controlled, at the same time ensuring that there will be no destruction of the circulated fluid, nor the equipment or engine 10.

The purpose of the device is to circulate the coolant and lubricant through the equipment or engine 10 when it is not working. Pumps 62 and 77 are pre-installed to direct fluid to circuits 60, 75, respectively, with pressures similar to the normal operating pressures of the coolant and lubricant during use of the equipment or engine. Thus, the coolant and lubricant or other fluids used in such equipment can be continuously circulated through idle equipment to effect heat transfer when the equipment (or engine) is not in use. In the case of a lubricant, surface lubrication is also carried out, keeping the moving parts of the equipment ready for start-up and subsequent use. This pre-lubrication of surfaces of non-working equipment minimizes the normal wear and tear that occurs between moving surfaces that have remained stationary for significant periods of time.

The control logic provides a cooling period for automatic heaters before automatically turning off the secondary engine 45 to cool and protect such energized electric heaters.

In accordance with the present invention, the system can operate in a variety of modes. In FIG. 9 is a flowchart illustrating the logical steps performed by one embodiment of the present invention to operate the system. In a preferred embodiment, the secondary engine 45 may be selected to operate locally from the engine control panel or remotely from the locomotive cab. Logic control schemes allow you to work in any of the three modes "thermostat", "cabin" and "manual", described below.

During normal operation of the primary engine 10, the secondary engine 45 does not work. The engine idle timer in block 200 determines whether the prime mover 10 has been idling for a predetermined period of inactivity and idling, for example 30 minutes. After such a period of inactivity, the next logical step is to determine the operating mode of the secondary engine 45.

If the secondary engine 45 is selected for the “thermostat” mode indicated in block 205, then the automatic control is characterized by turning off the primary engine 10, as indicated in block 210. The “thermostat” mode is the preferred mode of operation for keeping the primary engine 10 warm during ambient conditions the weather. In the “thermostat” mode, the control system turns off the prime mover 10 after a predetermined period of inactivity and idling, for example 30 minutes. Under the influence of the first predetermined ambient state 215, such as the low temperature of the cooling compound or the low temperature of the lubricating oil at the locomotive, the secondary engine 45 is started 220 to warm up the primary engine systems, as described below. In a second predetermined ambient state 225, such as exceeding the selected temperature by the selected temperature, the secondary engine 45 is automatically turned off 230. In a preferred embodiment, such an ambient state may be the temperature of the engine coolant as measured by the thermostat of the primary engine block.

If the secondary engine 45 is selected in the "cabin" mode indicated in block 235, in accordance with the automatic control features, the primary engine 10 is turned off, as indicated in block 240. The "cabin" mode is the preferred operating mode for operation in warm weather, so that maximize fuel economy by limiting idling of the primary engine 10. In the "cab" mode, the control system automatically turns off the primary engine 10 after a predetermined period of inactivity and p bots idling, such as 30 minutes. The operator can start the secondary engine 45 manually, as indicated in block 245. The secondary engine 45 remains operational at the command of the operator. If the operator does not start the secondary engine 45, it starts automatically under the action of the first predetermined ambient state, such as a low temperature of the cooling compound or low temperature of the lubricating oil, and turns off when the selected temperature exceeds the set set value, as described above for control in the " thermostat". In an alternative embodiment, an override may be provided to allow extended periods of idling at the discretion of the operator.

The “manual” mode indicated in block 250 allows the secondary engine 45 to start as a result of manual refueling of the secondary engine 45. This measure provides for the secondary engine 45 to operate in the event of a failure to automatically start or refuel the secondary engine 45 if it runs out of fuel.

In all operating modes, secondary engine 45 charges primary batteries 150 and supplies energy to thermostatically controlled cabin heaters 135 and lighting 136 and sockets 137 for 120 VAC. In operation, when the primary motor 10 is automatically turned off, a blocking diode isolates the primary batteries 150 from 74 V DC loads to prevent the locomotive battery 150 from being discharged during the shutdown period.

In an alternative embodiment, external audible and visual alarms may sound and light up if the secondary engine 45 does not start during a thermostatically initiated cold weather start. These alarms are battery powered so that they are independent of the operation of the secondary engine and, in one embodiment, include a wireless communication system for connecting to a call center.

In yet another embodiment, the internal and external illumination of 120 VAC can be controlled by photosensors and motion detectors for the safety of the locomotive.

Although specific values, dependencies, materials, and steps have been set forth to describe the ideas of the invention, it must be recognized that, in light of the above ideas, one skilled in the art can modify these features within the basic ideas and operating principles of the present invention application. Therefore, in order to determine the scope of patent protection, reference should be made to the attached claims in combination with the above detailed description.

Claims (21)

CLAIM 1. The system of supplying additional energy, designed to work in conjunction with a primary engine having a battery containing (A) a secondary engine; and (B) a controller having a timer, wherein the controller is configured to shut down the prime mover based at least in part on a predetermined period of idle operation of the prime mover and to perform automatic operation of the secondary motor. 2. The system of claim 1, wherein the controller is configured to start the secondary engine based at least in part on a predetermined ambient temperature. 3. The energy system of claim 1, further comprising a means of generating electrical energy driven by a secondary engine. 4. The energy system of claim 3, wherein the means producing electrical energy comprises a 240 V AC, 60 Hz single-phase electric generator. 5. The system according to claim 4, in which the electric generator produces at least 17 kVA. 6. The system of claim 4, further comprising a means of charging the battery. 7. The system according to claim 6, in which the controller is configured to (I) isolate the primary battery from DC loads when the secondary engine is running and (II) charge the primary battery using the battery charging means during operation secondary engine. 8. The system of claim 1, further comprising (A) means for inflating the primary engine cooling composition; and (B) heat exchanger means. 9. The system of claim 8, further comprising means for heating the cooling composition of the engine. 10. The system according to claim 9, further comprising means sensitive to the temperature of the cooling composition in which the controller is configured to maintain the temperature of the cooling composition of the primary motor within a predetermined temperature range using means sensitive to the temperature of the cooling composition and heating means engine cooling composition. 11. The system according to claim 9, in which the means for heating the cooling composition of the engine comprises electric heaters. 12. The system of claim 1, further comprising means for pumping a primary engine lubricating oil. 13. The system of claim 12, further comprising means for heating the lubricating oil. 14. The system of claim 13, further comprising means sensitive to the temperature of the primary engine lubricating oil, wherein the controller is configured to maintain the temperature of the primary engine lubricating oil within a predetermined temperature range using the means sensitive to the temperature of lubricating oil, and means of heating lubricating oil. 15. The system of item 13, in which the means of heating the lubricating oil contains electric heaters. 16. The system of claim 1, further comprising a remotely acting valve for discharging the cooling composition of the prime mover. 17. The system of clause 16, in which the controller is configured to cause the opening of the remotely operating drain valve and draining of the primary engine coolant composition after a predetermined period of time, depending at least on the predetermined ambient temperature if the primary engine is not working and the secondary engine does not start. 18. The system according to claim 1, in which the primary engine is installed in the locomotive. 19. A method of supplying additional energy to the prime mover, comprising the following steps: (A) provide a secondary engine connected to an electric generator, and a controller having (I) a prime engine idle timer and (II) a plurality of selectable control modes; (B) monitor the working condition of the prime mover; (C) perform automatic shutdown of the prime mover, based, at least in part, on a predetermined period of idle run time of the prime mover; and (Ό) ensure the operation of the secondary engine under the action of at least one predetermined state of the primary engine. 20. The method of claim 19, wherein the operation of the secondary engine comprises (I) if the controller is selected in the first mode (a) starting the secondary engine under the action of the first selected temperature of the cooling composition or the temperature of the lubricating oil and (b) shutting down the secondary engine under the action of the second the selected temperature of the cooling composition or the temperature of the lubricating oil; (Ii) if the controller is selected in the second mode (a) exercising manual control of the secondary engine, (b) starting the secondary engine under the action of the first selected temperature of the cooling composition or the temperature of the lubricating oil and (c) turning off the secondary engine under the action of the second selected temperature of the cooling composition or lubricating oil temperatures; and (iii) if the controller is selected in the third mode (a) manual control of the secondary engine. 21. The method according to claim 19, in which the primary engine is installed in the locomotive.