A crack detection system for a cylinder head associated with an internal combustion engine of a locomotive is disclosed. The crack detection system comprises: a closed-loop coolant system for cooling the cylinder head; a sensor assembly including a pressure sensor, and a speed sensor; and a controller in communication with the sensor assembly. The controller is configured to monitor a coolant pressure feedback and an engine duty cycle of the internal combustion engine. The controller is further configured to communicate an alert signal indicative of an existence of a crack in the cylinder head when: coolant pressure signals are greater than or equal to a first threshold and less than a second threshold; a pressure decay is calculated greater than a third threshold.
A hybrid propulsion system for a locomotive is disclosed. The hybrid propulsion system comprises: ground engaging elements associated with the locomotive; a prime mover for powering propulsion of the ground engaging elements; a traction motor associated with the ground engaging elements; a battery associated with the traction motor; and a controller. The controller includes a route dataset having a topography of a route of the locomotive. The controller is configured to: analyze the topography of the route and location of the locomotive; identify when the locomotive enters a geofence area; and activate a boost mode to discharge an electric energy stored in the battery to the traction motor to boost a tractive force of the ground engaging elements.
A hierarchy of procedures sets pacing schedules for trains operating in a railroad network. At a train level of the hierarchy, a network coordinator sends time windows to a train indicating when the train should arrive at or depart from a siding along its track. The time windows provide flexibility for the train to adjust its pace as needed, for example, to conserve fuel. At a territory level, if the train indicates that it cannot comply with the time windows, the coordinator evaluates and adjusts pacing schedules at least for other trains sharing the same track in the territory to avoid conflicts, again providing time windows for the trains to adjust their pace as needed. At a network level, the coordinator ensures that pacing schedules adjusted for a territory also meet time windows set for trains crossing a boundary into another territory in the network.
A hierarchy of procedures sets pacing schedules for trains operating in a railroad network (102). At a train level (500) of the hierarchy, a network coordinator (141) sends time windows (504) to a train (112E) indicating when the train should arrive at or depart from a siding along its track (130). The time windows provide flexibility for the train to adjust its pace as needed, for example, to conserve fuel. At a territory level (700), if the train (112E) indicates that it cannot comply with the time windows, the coordinator (141) evaluates and adjusts pacing schedules at least for other trains (112W) sharing the same track (130) in the territory (104) to avoid conflicts, again providing time windows (708) for the trains to adjust their pace as needed. At a network level (800), the coordinator (141) ensures that pacing schedules adjusted for a territory (104) also meet time windows set for trains crossing a boundary (108) into another territory (106, 110) in the network (102).
B61L 27/16 - Trackside optimisation of vehicle or train operation
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 23/32 - Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using automatic section blocking with provision for the blocking of passing sidings
5.
TRACK RAIL FASTENING SYSTEM HAVING CANTILEVERED THIRD RAIL SUPPORT BRACKET AND DIRECT FIXATION FASTENER ASSEMBLY FOR SAME
A track rail fastening system includes a direct fixation fastener assembly having a direct fixation fastener, and a laterally elongated support block. Fastener holes for receiving fastener-clamping fasteners, and fastener holes for receiving bracket-clamping fasteners, are formed in the support block. The respective sets of fastener holes are arranged in different anchor patterns. Fastener-clamping fasteners are received in one of the sets of fastener holes and claim direct fixation fastener to the support block. Bracket-clamping fasteners clamp a third-rail support bracket to the support block, and are received in one of the sets of fastener holes. The third-rail support bracket is cantilevered to the support block.
Systems and methods of generating synthetic training data for training an AI model usable to operate a train are disclosed. A method of generating the synthetic training data includes obtaining run data corresponding to a real-world run of the train. The method includes generating a physics-based simulation of the real-world run of the train. The method includes receiving a user input modifying at least one operation command of the train in the physics-based simulation. The method includes updating the physics-based simulation based on the received user input. The method includes generating the synthetic training data for training the AI model, based on the updated physics-based simulation.
A locomotive propelled by a hybrid power system includes a boost mode of operation accessible on-demand by the operator. When a throttle is set to deliver maximum power from a diesel-electric engine, an operator can select actuators separate from the throttle to request that a control module deliver additional electrical power from batteries. The actuators may be soft keys or a touchscreen on a computer monitor or mechanical switches as part of the locomotive cab. The actuators provide boost notches of additional power beyond the typical eight notches on the throttle at least for transient conditions, and existing locomotives may be easily and inexpensively retrofitted with the actuators.
A locomotive propelled by a hybrid power system includes a boost mode of operation accessible on-demand by the operator. When a throttle (304) is set to deliver maximum power from a diesel-electric engine, an operator can select actuators (314,320,324) separate from the throttle (304) to request that a control module deliver additional electrical power from batteries. The actuators may be soft keys (312) or a touchscreen on a computer monitor (310) or mechanical switches (324) as part of the locomotive cab. The actuators (314,320,324) provide boost notches (TN 9 B, TN 10 B, TNI IB) of additional power beyond the typical eight notches the throttle (304) at least for transient conditions, and existing locomotives may be easily and inexpensively retrofitted with the actuators.
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 3/06 - Limiting the traction current under mechanical- overload conditions
B60L 7/22 - Dynamic electric resistor braking, combined with dynamic electric regenerative braking
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 50/13 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
B60L 58/12 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
B60W 20/00 - Control systems specially adapted for hybrid vehicles
A mechanism to determine whether conditions are correct for coupling one train consist to another train consist is disclosed. Controllers on locomotives are configured to determine the forces and/or compression state between locomotives and/or cars of a consist based at least in part on an intra-train force model and measured sensor data. The controllers also determine the relative speed of the consists that are to be joined. Based at least in part on the compressive state of at least one of the consists and the relative speed of the consists, the controller determines whether the conditions are suitable to couple the two consists. In some cases, terrain data, such as upcoming slope of tracks data may also be used in determining whether conditions are suitable for coupling consists. In further cases, the operation of at least one consist may be modified to achieve suitable conditions for coupling the two consists.
A mechanism to communicate in a secure manner between locomotives of a train consist is disclosed. Controllers on locomotives generate data packets and encode them according to one of a plurality of modulation schemes and transmit the encoded data packets according to one of a plurality of frequencies. The frequencies and/or modulation schemes used to transmit data are changed periodically by the transmitting controller in a sequence. The receiving controller is aware of the current frequency and/or modulation scheme being used and can, therefore, decode the transmitted data. Since the transmission frequency and/or modulation scheme is not known by a malicious actor, the data communications between the controllers is secure. The sequence of frequencies and/or modulation schemes may be communicated between the two controllers during a handshaking procedure to set up communications. Clocks of the communicating controllers may be synchronized to enable the frequency and/or modulation hopping scheme.
42 - Scientific, technological and industrial services, research and design
Goods & Services
(1) Providing online non-downloadable computer software, namely Decision Support Systems (DSS) that predicts, plans, optimizes and schedules the movement of locomotives, trains, crews, trucks and ships
09 - Scientific and electric apparatus and instruments
42 - Scientific, technological and industrial services, research and design
Goods & Services
(1) Downloadable computer software, namely, Decision Support Systems (DSS) that predicts, plans, optimizes and schedules the movement of locomotives, engines, and railways (1) Providing online non-downloadable computer software, namely Decision Support Systems (DSS) that predicts, plans, optimizes and schedules the movement of locomotives, engines, and railways
09 - Scientific and electric apparatus and instruments
42 - Scientific, technological and industrial services, research and design
Goods & Services
(1) Downloadable computer software, namely, Decision Support Systems (DSS) that predicts, plans, optimizes and schedules the movement of locomotives and trains (1) Providing online non-downloadable computer software, namely Decision Support Systems (DSS) that predicts, plans, optimizes and schedules the movement of locomotives and trains
42 - Scientific, technological and industrial services, research and design
Goods & Services
(1) Providing online non-downloadable computer software, namely Decision Support Systems (DSS) that predicts, plans, optimizes and schedules the maneuvering of locomotives and railcars
15.
PREDICTIVE CONTROL SYSTEM VISUALIZATION FOR AUTOMATIC TRAIN OPERATION
Methods and systems implement an output interface of a display computing system to display a visualization of predictive output of an onboard computing system of a train. A display computing system obtains, from an onboard predictive control system of a train traveling along a rail from a departure to a destination, predicted speeds which the predictive control system uses to preemptively adjust control signals sent by an onboard train control system of the train. The display computing system provides a visualization of the predicted speeds obtained by the predictive control system.
A method of controlling one or more locomotives in a train includes using a machine learning engine and a virtual system modeling engine to model and classify sections of track along which the train is traveling according to the tractive power needs for the train traversing each section of track as a function of an effective weight profile for the train in the section and an effective friction profile for the train in the section of track. The method includes using the results of the effective weight profile, the effective friction profile, and an effective power availability profile to train the virtual system modeling engine using the machine learning engine to model designated areas of the track where the total tractive effort force or dynamic braking force applied by all of the locomotives in the train is less than a tractive effort force or dynamic braking force, respectively, that can be provided by a subset of the available locomotives in the train.
A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train. Each of the plurality of locomotives may also include an analytics engine and a calibration engine configured to assimilate, analyze, and calibrate real time information from the locomotives and from draft gears and couplers interconnecting the locomotives and non-powered rail cars with determinations made by the independent virtual in-train forces modeling engine onboard the respective locomotive, with the plurality of locomotives of the train being configured to operate collectively and coordinate their own acceleration values based on a common goal of minimizing in-train forces without being dependent on command and control signals from a lead locomotive or central command.
A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train and a data acquisition hub configured to acquire signals from sensors, wherein the signals are indicative of real-time force and displacement measurement data from each of draft gears and couplers interconnecting each locomotive with another locomotive or with non-powered rail cars, acquire synchronized messages transmitted from offboard the train or from other locomotives of the train over a range of frequencies used by voice radios on the train for communicating between the locomotives, wherein the synchronized messages include real-time information on starting the train, stopping the train, and the next two speed limits for the train, and acquire heuristic data indicating the locomotive's motion during a predetermined period of time. An energy management system adjusts throttle requests, dynamic braking requests, and pneumatic braking requests for the locomotives based at least in part on a respective one of the virtual in-train forces models.
A train control system minimizes in-train forces in a train with a hybrid consist including a diesel-electric locomotive and a battery electric locomotive. The train control system includes a virtual in-train forces modeling engine configured to simulate in-train forces and train operational characteristics using physics-based equations, kinematic or dynamic modeling of behavior of the train or components of the train when the train is accelerating, and inputs derived from stored historical contextual data characteristic of the train, and a virtual in-train forces model database configured to store in-train forces models. Each of the in-train forces models includes a mapping between combinations of the stored historical contextual data and corresponding simulated in-train forces and train operational characteristics that occur when the consist is changing speed. An energy management system determines an easing function of tractive effort vs. time that will minimize the in-train forces created by changes in tractive effort responsive to power notch changes in a diesel-electric locomotive, and commands execution of the easing function by a battery electric locomotive based at least in part on an in-train forces model with simulated in-train forces and train operational characteristics that fall within a predetermined acceptable range of values.
A method of controlling one or more locomotives in a train (102) includes using a machine learning engine and a virtual system modeling engine (324) to model and classify sections of track (106) along which the train (102) is traveling according to the tractive power needs for the train traversing each section of track (106) as a function of an effective weight profile for the train in the section and an effective friction profile for the train in the section of track. The method includes using the results of the effective weight profile, the effective friction profile, and an effective power availability profile to train the virtual system modeling engine (324) using the machine learning engine to model designated areas of the track where the total tractive effort force or dynamic braking force applied by all of the locomotives in the train is less than a tractive effort force or dynamic braking force, respectively, that can be provided by a subset of the available locomotives in the train (102).
A system includes one or more processors and memory storing processor-executable instructions that cause the one or more processors to perform operations. The operations include generating a driving strategy for a traveling route of a train based on saved data in the system, the train comprising at least one diesel-electric locomotive (DEL) and at least one battery-electric locomotive (BEL); operating the train according to the driving strategy; receiving update data; revising the driving strategy based on the saved data and the update data including: determining an amount of energy for the train to traverse a segment of the traveling route based on the driving strategy and the update data, and determining a distribution of the amount of energy between the at least one DEL and the at least one BEL based on the driving strategy and the update data; and operating the train according to the revised driving strategy.
B61L 27/04 - Automatic systems, e.g. controlled by trainChange-over to manual control
B60L 50/10 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
B60L 50/60 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
B61C 3/02 - Electric locomotives or railcars with electric accumulators
B61C 7/04 - Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
22.
Managing vehicle energy use based on future energy demand
A system includes one or more processors and memory storing processor-executable instructions that cause the one or more processors to perform operations. The operations include generating a driving strategy for a traveling route of a train comprising at least one battery-electric locomotive (BEL) based on saved data in the system for optimizing one or more aspects for the train over the traveling route; operating the train according to the driving strategy; receiving update data associated with a current location of the train; revising the driving strategy based on the saved data and the update data for optimizing energy consumption efficiency for a segment of the traveling route by identifying active powered components of the train that are non-essential for traversing the segment and turning off power to one or more of the identified active powered components for a duration of traversing the segment.
B61L 27/16 - Trackside optimisation of vehicle or train operation
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
B60L 53/64 - Optimising energy costs, e.g. responding to electricity rates
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
42 - Scientific, technological and industrial services, research and design
Goods & Services
Providing temporary use of online non-downloadable decision support system (DSS) computer software for predicting, planning, optimizing, and scheduling the maneuvering of locomotives and rail cars
09 - Scientific and electric apparatus and instruments
42 - Scientific, technological and industrial services, research and design
Goods & Services
Downloadable decision support system (DSS) computer software for predicting, planning, optimizing, and scheduling the movement of locomotives and trains Providing temporary use of online, non-downloadable decision support system (DSS) computer software for predicting, planning, optimizing, and scheduling the movement of locomotives and trains
42 - Scientific, technological and industrial services, research and design
Goods & Services
Providing temporary use of online, non-downloadable decision support systems (DSS) computer software for predicting, planning, optimizing, and scheduling the movement of locomotives, trains, crews, trucks and ships
09 - Scientific and electric apparatus and instruments
42 - Scientific, technological and industrial services, research and design
Goods & Services
Downloadable decision support system (DSS) computer software for predicting, planning, optimizing, and scheduling the movement of locomotives, engines, and railways Providing temporary use of online, non-downloadable decision support system (DSS) computer software for predicting, planning, optimizing, and scheduling the movement of locomotives, engines, and railways
A mechanical sand remover removes sand from a railroad rail and includes an actuator and a pair of web wiper pads having a lateral dimension that corresponds to a lateral dimension of a rail web of the railroad rail. A caliper mechanism is mechanically coupled to the actuator and is operable thereby into a retraction state and an engagement state. The caliper mechanism includes a pair of caliper arms respectively coupled to the web wiper pads at an angle relative thereto.
E01H 8/10 - Removing undesirable matter from rails, flange grooves, or the like, e.g. removing ice from contact rails, removing mud from flange grooves
28.
TRACK RAIL FASTENING SYSTEM AND RAIL CUSHION FOR SAME
A track rail fastening system (10) includes a rail cushion (30) positionable laterally between a first fastener assembly (12) and a second fastener assembly (20). The rail cushion includes a first full-length pad (38) and a second full-length pad (40), and a pin field (60) formed by a plurality of deformable pins (62, 64). The first full-length pad and the second full-length pad define a first rail cushioning plane. The deformable pins in the pin field define a second rail cushioning plane. The cushion is deformable between a rest configuration where the cushioning planes are spaced, and a loaded configuration where the cushioning planes are co‑planar. Primary, lower load deformable pins (62) are configured to deflect such that under sufficient load both the primary, lower load deformable pins, and secondary, higher load pins (64) engage an underlying substrate (24).
A track rail fastening system includes a rail cushion positionable laterally between a first fastener assembly and a second fastener assembly. The rail cushion includes a first full-length pad and a second full-length pad, and a pin field formed by a plurality of deformable pins. The first full-length pad and the second full-length pad define a first rail cushioning plane. The deformable pins in the pin field define a second rail cushioning plane. The cushion is deformable between a rest configuration where the cushioning planes are spaced, and a loaded configuration where the cushioning planes are co-planar. Primary, lower load deformable pins are configured to deflect such that under sufficient load both the primary, lower load deformable pins, and secondary, higher load pins engage an underlying substrate.
A direct fixation track rail fastener (12) includes a rail plate (14) having a first restraint hole (30) and a second restraint hole (32) upon opposite lateral sides of a rail support surface (16). The fastener also includes a frame (34) including a first vertical protrusion (40) and a second vertical protrusion (42) received through the first restraint hole and the second restraint hole. A non-metallic cushion (80) extends between the rail plate and the frame and vertically upward to surround the first vertical protrusion and the second vertical protrusion within the first restraint hole and the second restraint hole, respectively. The configuration assists in limiting displacement of the rail plate and frame relative to one another.
A direct fixation track rail fastener includes a rail plate having a first restraint hole and a second restraint hole upon opposite lateral sides of a rail support surface. The fastener also includes a frame including a first vertical protrusion and a second vertical protrusion received through the first restraint hole and the second restraint hole. A non-metallic cushion extends between the rail plate and the frame and vertically upward to surround the first vertical protrusion and the second vertical protrusion within the first restraint hole and the second restraint hole, respectively. The configuration assists in limiting displacement of the rail plate and frame relative to one another.
A charge receiving system comprises a first charge receiving rail and a second charge receiving rail attached to a roof of a compartment of a locomotive. The first charge receiving rail is disposed at a first angle relative to a center line of the roof in a longitudinal direction of the locomotive and extends beyond a first edge of the roof, and is configured to electrically contact a first charging contact of an external charging unit and electrically connect to a first polarity terminal of one or more batteries. The second charge receiving rail is disposed at a second angle relative to the center line of the roof and extends beyond the first edge of the roof, and is configured to electrically contact a second charging contact of the external charging unit and electrically connect to a second polarity terminal of the one or more batteries.
A direct fixation track rail fastener (10) includes a first clip shoulder (20) and a second clip shoulder (22) each having a clip tunnel (34, 36) formed therein. Each clip tunnel is formed in part by a plurality of clip contact faces (60, 62) defining a first prong contact line and a second prong contact line for a prong (50) of a rail clip (16). The configuration of multiple line contacts prevents undesired displacement of a rail clip during service.
A direct fixation track rail fastener includes a first clip shoulder and a second clip shoulder each having a clip tunnel formed therein. Each clip tunnel is formed in part by a plurality of clip contact faces defining a first prong contact line and a second prong contact line for a prong of a rail clip. The configuration of multiple line contacts prevents undesired displacement of a rail clip during service.
A system includes one or more processors and memory coupled to the one or more processors, storing processor-executable instructions that cause the one or processors to perform operations. The operations include, prior to a train departing from a departure location: generating, one or more train departure strategies for a segment of a trip for the train traveling on a track from the departure location where the train is stationary, displaying information associated with the segment of the track, playing a simulation of the train traveling on the track over the segment based on the one or more train departure strategies, the simulation beginning from when the train is stationary at the departure location; receiving a selection of a train departure strategy, and engaging the selected train departure strategy for operating the train from the departure location where the train is stationary.
G06Q 10/04 - Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 23/04 - Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
E01B 27/00 - Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the trackDevices thereforPacking sleepers
A control system and method for a machine is disclosed. The control system may comprise a machine controller configured to activate autonomous remote operation of the machine based on parameters. The parameters may include a range, a set-point and an obstruction status, wherein the range is a distance from the machine to an operator.
A control system (101) and method for a machine (100) is disclosed. The control system (101) may comprise a machine controller (128) configured to activate autonomous remote operation of the machine (100) based on parameters. The parameters may include a range (160), a set-point (162) and an obstruction status, wherein the range (160) is a distance from the machine (100) to an operator (154).
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 23/04 - Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
E01B 27/00 - Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the trackDevices thereforPacking sleepers
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
Automated storage is provided for a ballast wing mounted on a regulator frame of a ballast regulator machine. A machine controller may detect actuation of a wing activation switch and, in response, actuate a wing lift cylinder connected between the regulator frame and a wing arm to dispose the wing arm within a predetermined safe zone, actuate a wing pivot cylinder to rotate a wing frame to a wing frame stored position, actuate a wing extension cylinder to retract the wing arm extension to a retracted position within the wing arm, and actuate the wing lift cylinder to rotate the ballast wing to a stored position adjacent the regulator frame.
Automated storage is provide for a ballast wing mounted on a regulator frame of a ballast regulator machine. A machine controller may detect actuation of a wing activation switch and, in response, actuate a wing lift cylinder connected between the regulator frame and a wing arm to dispose the wing arm within a predetermined safe zone, actuate a wing pivot cylinder to rotate a wing frame to a wing frame stored position, actuate a wing extension cylinder to retract the wing arm extension to a retracted position within the wing arm, and actuate the wing lift cylinder to rotate the ballast wing to a stored position adjacent the regulator frame.
A work machine including a frame, an engine, a wing and a wing lock. The wing being pivotably mounted to the frame, and the wing being actuatable between a stowed position and a deployed position. The wing lock assembly being mounted to the frame, and configured to capture a portion of the wing when the wing is in the stowed position.
A train control system (100) includes independent virtual in-train forces modelling engines (324) onboard each of a plurality of locomotives (208, 248) in a train (102). Each of the plurality of locomotives may also include an analytics engine (318) and a calibration engine (334) configured to assimilate, analyze, and calibrate real time information from other locomotives and from draft gears and couplers interconnecting the locomotives with determinations made by the independent virtual in-train forces modelling engine onboard the respective locomotive, with the plurality of locomotives of the train being configured to operate collectively and coordinate their own acceleration values based on a common goal of minimizing in-train forces without being dependent on a command from a lead locomotive or central command.
A train control system (100) includes independent virtual in-train forces modelling engines (324) onboard each of a plurality of locomotives (208, 248) in a train (102). Each of the plurality of locomotives may also include an analytics engine (318) and a calibration engine (334) configured to assimilate, analyze, and calibrate real time information from other locomotives and from draft gears and couplers interconnecting the locomotives with determinations made by the independent virtual in-train forces modelling engine onboard the respective locomotive, with the plurality of locomotives of the train being configured to operate collectively and coordinate their own acceleration values based on a common goal of minimizing in-train forces without being dependent on a command from a lead locomotive or central command.
A turbine assembly (71) for a turbocharger (12) and method of assembling is disclosed. The turbine assembly (71) may comprise a turbine wheel (32) coupled to a rotatable turbocharger shaft (34), and a turbine housing (72) that at least partially encloses the turbine wheel (32). The turbine housing (72) may include an exhaust diffuser (77) configured to direct a flow of exhaust, a support member (81) coupled to the exhaust diffuser (77) by a clamp assembly (82), the clamp assembly (82), a diffuser gap (84) and a support gap (86). The clamp assembly (82) may be disposed on the exhaust diffuser (77) and on the support member (81). The clamp assembly (82) includes a containment ring (88) and a clamp plate (90). The containment ring (88) may include a channel (92). The clamp plate (90) may be disposed in the channel (92). The diffuser gap (84) may be disposed between the containment ring (88) and the exhaust diffuser (77). The support gap (86) may be disposed between the containment ring (88) and the support member (81).
F01D 21/04 - Shutting-down of machines or engines, e.g. in emergencyRegulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator, e.g. indicating such position
F02C 6/12 - Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
F01D 25/24 - CasingsCasing parts, e.g. diaphragms, casing fastenings
An impeller attach mechanism for a turbocharger (14) including a stud (74) extending from a central bore (94) of a compressor impeller (36) toward a turbine wheel (30), the stud (74) having a first threaded region (104) and a second threaded region (132); a shaft (38) coupled to the turbine wheel (30) and extending toward the compressor impeller (36), the shaft (38) having a leading portion (120), the leading portion (120) having a threaded interior (130) configured to engage the second threaded region (132) of the stud (74); and an insert (68) having an internal portion (96) and an external portion (98), the internal portion (96) having a threaded external surface (100) to engage the compressor impeller (36), the internal portion (96) having a threaded internal surface (102) to engage the first threaded region (104) of the stud (74), the external portion (98) configured to surround the leading portion (120) of the shaft (38).
A bearing assembly (128) for a turbocharger (12) installed within a turbocharger housing (30) between a turbine wheel (32) and a compressor impeller (36) mounted for rotation together on a turbocharger shaft (34) includes a journal bearing (152) disposed on a corresponding portion of the turbocharger shaft, a thrust bearing (154) having a thrust bearing surface, and a bearing carrier (150). The bearing carrier includes a carrier body (158), a carrier body bore (160) extending axially through the carrier body and receiving the journal bearing therein, and a thrust bearing seat (164) on the exterior of the carrier body facing the turbine wheel. The thrust bearing seat has a complimentary shape to the thrust bearing surface of the thrust bearing, the thrust bearing disposed between the carrier body and the turbine wheel and engaging the thrust bearing seat. The bearing assembly further includes an anti-thrust bearing surface facing the compressor impeller, and an anti-thrust bearing (156) mounted to the anti-thrust bearing surface.
A bearing support (114) for a turbocharger (14), the bearing support (114) including a body (170), a bore (112) extending axially through the body (170) and dimensioned to receive a bearing and a portion of a planet carrier (102), and a plurality of pilots (144, 146, 148, 150). Each pilot (144, 146, 148, 150) may be formed on an external surface (156, 160, 164, 168) of the body (170), and each pilot (144, 146, 148, 150) may be machined for an interference fit with a different component of the turbocharger (14).
A compressor housing for a turbocharger may include an outer volute having an outer volute inner surface with a clamp groove defined therein, and an inner volute having an inner volute outer surface and an axially facing surface. The inner volute is inserted into the outer volute through the outer volute inner surface with the inner volute outer surface facing the outer volute inner surface. The inner volute is positioned with the axially facing surface disposed axially inward of the clamp groove. A clamp plate includes a radially outward portion inserted into the clamp groove and a radially inward portion extending downward past the inner volute outer surface. The clamp groove and the axially facing surface engage the clamp plate to retain the inner volute within the outer volute when an axial load is applied to the inner volute.
F01D 21/04 - Shutting-down of machines or engines, e.g. in emergencyRegulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator, e.g. indicating such position
F01D 25/24 - CasingsCasing parts, e.g. diaphragms, casing fastenings
F02C 6/12 - Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
F04D 29/42 - CasingsConnections for working fluid for radial or helico-centrifugal pumps
F04D 29/62 - MountingAssemblingDisassembling of radial or helico-centrifugal pumps
Disclosed is a compressor housing (66) and method of assembling. The compressor housing (66) may comprise an outer volute (98), a cavity (104), an impeller cover (106), a compressor diffuser (108) and an inner volute (110). The outer volute (98) includes a back wall (96) and a curved casing (116). The back wall (96) may include a receptacle (124) and a first plurality of annular steps (126a). The receptacle (124) configured to receive an alignment pin (136). The cavity (104) is configured to receive the compressor impeller (36) and is at least partially defined by the back wall (96) of the outer volute (98) and the impeller cover (106). The impeller cover (106) is configured to fragment during impact with the compressor impeller (36) during a failure condition of the compressor impeller. The impeller cover (106) is disposed between the inner volute (110) and the cavity (104). The compressor diffuser (108) is disposed between the back wall (96) and the impeller cover (106).
F01D 21/04 - Shutting-down of machines or engines, e.g. in emergencyRegulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator, e.g. indicating such position
F01D 25/24 - CasingsCasing parts, e.g. diaphragms, casing fastenings
F02C 6/12 - Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
F04D 29/42 - CasingsConnections for working fluid for radial or helico-centrifugal pumps
A bearing assembly installed within a turbocharger housing between a turbine wheel and a compressor impeller mounted for rotation together on a turbocharger shaft may include a journal bearing disposed on a corresponding portion of the turbocharger shaft, a thrust bearing having a thrust bearing surface, and a bearing carrier. The bearing carrier may include a carrier body, a carrier body bore extending axially through the carrier body and receiving the journal bearing therein, and a thrust bearing seat on the exterior of the carrier body facing the turbine wheel. The thrust bearing seat may have a complimentary shape to the thrust bearing surface of the thrust bearing, the thrust bearing disposed between the carrier body and the turbine wheel and engaging the thrust bearing seat. The bearing assembly may further include an anti-thrust bearing surface facing the compressor impeller, and an anti-thrust bearing mounted to the anti-thrust bearing surface.
An impeller attach mechanism for a turbocharger including a stud extending from a central bore of a compressor impeller toward a turbine wheel, the stud having a first threaded region and a second threaded region; a shaft coupled to the turbine wheel and extending toward the compressor impeller, the shaft having a leading portion, the leading portion having a threaded interior configured to engage the second threaded region of the stud; and an insert having an internal portion and an external portion, the internal portion having a threaded external surface to engage the compressor impeller, the internal portion having a threaded internal surface to engage the first threaded region of the stud, the external portion configured to surround the leading portion of the shaft.
Disclosed is a compressor housing and method of assembling. The compressor housing may comprise an outer volute, a cavity, an impeller cover, a compressor diffuser and an inner volute. The outer volute includes a back wall and a curved casing. The back wall may include a receptacle and a first plurality of annular steps. The receptacle configured to receive an alignment pin. The cavity is configured to receive the compressor impeller and is at least partially defined by the back wall of the outer volute and the impeller cover. The impeller cover is configured to fragment during impact with the compressor impeller during a failure condition of the compressor impeller. The impeller cover is disposed between the inner volute and the cavity. The compressor diffuser is disposed between the back wall and the impeller cover.
F01D 25/24 - CasingsCasing parts, e.g. diaphragms, casing fastenings
F01D 21/04 - Shutting-down of machines or engines, e.g. in emergencyRegulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator, e.g. indicating such position
F01D 25/28 - Supporting or mounting arrangements, e.g. for turbine casing
A bearing support for a turbocharger, the bearing support including a body, a bore extending axially through the body and dimensioned to receive a bearing and a portion of a planet carrier, and a plurality of pilots. Each pilot may be formed on an external surface of the body, and each pilot may be machined for an interference fit with a different component of the turbocharger.
A cylinder head assembly (20) includes a cylinder head casting (26), and an injector sleeve (60) within an injector bore (42) in the cylinder head casting (26). The injector sleeve (60) includes a first sleeve end (68), and an injector clamping surface (76) formed by an inner sleeve surface (64) adjacent to a cylindrical second sleeve end (70). The injector sleeve (60) further includes a sleeve clamping surface (80) in contact with an upward facing middle deck surface (38) of the cylinder head casting (26), and a reaction wall (74) extending between the injector clamping surface and the sleeve clamping surface (80) to transfer an injector clamping load to the upward facing middle deck surface (38).
An engine power module (10) includes a water jacket (18), a cylinder liner (12), and a cylinder head (22). The water jacket (18) forms a coolant supply conduit (25) arranged in a lower coolant annulus (90) extending around the cylinder liner (12) and an upper coolant annulus (92) extending around the cylinder head (22). The cylinder head (22) has formed therein an injector bore (48), and a plurality of drill holes (60,62) convergent on the injector bore (48). A lower coolant cavity (52) in the cylinder head (22) forms a coolant flow path extending circumferentially around the injector bore (48) between a cavity inlet opening (74) fluidly connected to the coolant supply conduit (25), and a cavity connection opening (76) fluidly connected to an upper coolant cavity (54). The arrangement provides flows of coolant through the drill holes(60,62) to cool an injector sleeve (32), and separate coolant flows through the lower coolant cavity (52) and upper coolant cavity (54).
A cylinder head assembly (20) includes a cylinder head casting (26), and an injector sleeve (60) within an injector bore (42) in the cylinder head casting (26). The injector sleeve (60) includes a first sleeve end (68), and an injector clamping surface (76) formed by an inner sleeve surface (64) adjacent to a cylindrical second sleeve end (70). The injector sleeve (60) further includes a sleeve clamping surface (80) in contact with an upward facing middle deck surface (38) of the cylinder head casting (26), and a reaction wall (74) extending between the injector clamping surface and the sleeve clamping surface (80) to transfer an injector clamping load to the upward facing middle deck surface (38).
An engine power module (10) includes a water jacket (18), a cylinder liner (12), and a cylinder head (22). The water jacket (18) forms a coolant supply conduit (25) arranged in a lower coolant annulus (90) extending around the cylinder liner (12) and an upper coolant annulus (92) extending around the cylinder head (22). The cylinder head (22) has formed therein an injector bore (48), and a plurality of drill holes (60,62) convergent on the injector bore (48). A lower coolant cavity (52) in the cylinder head (22) forms a coolant flow path extending circumferentially around the injector bore (48) between a cavity inlet opening (74) fluidly connected to the coolant supply conduit (25), and a cavity connection opening (76) fluidly connected to an upper coolant cavity (54). The arrangement provides flows of coolant through the drill holes(60,62) to cool an injector sleeve (32), and separate coolant flows through the lower coolant cavity (52) and upper coolant cavity (54).
A cylinder head assembly includes a cylinder head casting, and an injector sleeve within an injector bore in the cylinder head casting. The injector sleeve includes a first sleeve end, and an injector clamping surface formed by an inner sleeve surface adjacent to a cylindrical second sleeve end. The injector sleeve further includes a sleeve clamping surface in contact with an upward facing middle deck surface of the cylinder head casting, and a reaction wall extending between the injector clamping surface and the sleeve clamping surface to transfer an injector clamping load to the upward facing middle deck surface.
A cylinder head assembly includes a cylinder head casting, and an injector sleeve within an injector bore in the cylinder head casting. The injector sleeve includes a first sleeve end, and an injector clamping surface formed by an inner sleeve surface adjacent to a cylindrical second sleeve end. The injector sleeve further includes a sleeve clamping surface in contact with an upward facing middle deck surface of the cylinder head casting, and a reaction wall extending between the injector clamping surface and the sleeve clamping surface to transfer an injector clamping load to the upward facing middle deck surface.
A fluid level sensor is disclosed. The fluid level sensor has a frame which includes a hollow coupling component that attaches to a fluid drain of a gear case of a locomotive. A lug is insertable into the hollow coupling component that has a first connection end, and an elongated flexible sensor blade is attached to the lug. The flexible sensor blade is inserted into the gear case and used to measure a fluid level of a fluid in the gear case. The fluid level sensor also has a connector having a second connection end attached to the first connection end and a third connection end. A cover is attached to the frame, and the cover has a fourth connection end inside of an aperture of the cover, and the fourth connection end is attached to the third connection end.
G01F 23/26 - Indicating or measuring liquid level or level of fluent solid material, e.g. indicating in terms of volume or indicating by means of an alarm by measuring physical variables, other than linear dimensions, pressure or weight, dependent on the level to be measured, e.g. by difference of heat transfer of steam or water by measuring variations of capacity or inductance of capacitors or inductors arising from the presence of liquid or fluent solid material in the electric or electromagnetic fields
A locomotive, a first chopper circuit, and a second chopper circuit integrating a traction motor with an energy storage device are disclosed. The locomotive includes a prime mover, an energy management device, a DC power bus, a traction motor, an energy storage device, a resistor grid, and a chopper circuit. Each chopper circuit is controlled by the energy management device and includes a plurality of power semiconductors with variable switching frequency. The traction motor may be capable of operating in a motoring mode, where power is controllably supplied by either the prime mover and/or the energy storage device; and a dynamic braking mode, where generated power is controllably allocated to the energy storage device and/or the resistor grid.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B60L 15/00 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
B60L 15/04 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train characterised by the form of the current used in the control circuit using DC
B60L 50/15 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
B60L 50/30 - Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
B60L 50/50 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
B61C 3/02 - Electric locomotives or railcars with electric accumulators
H02P 7/298 - Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual DC dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature and field supplies
A turbine assembly for a turbocharger and method of assembling is disclosed. The turbine assembly may comprise a turbine wheel coupled to a rotatable turbocharger shaft, and a turbine housing that at least partially encloses the turbine wheel. The turbine housing may include an exhaust diffuser configured to direct a flow of exhaust, a support member coupled to the exhaust diffuser by a clamp assembly, the clamp assembly, a diffuser gap and a support gap. The clamp assembly may be disposed on the exhaust diffuser and on the support member. The clamp assembly includes a containment ring and a clamp plate. The containment ring may include a channel. The clamp plate may be disposed in the channel. The diffuser gap may be disposed between the containment ring and the exhaust diffuser. The support gap may be disposed between the containment ring and the support member.
A tool head has a frame, a tool connected to the frame, an inner rotation manifold connected to the frame, a rotation motor that rotates a spindle, and an outer rotation manifold surrounding the inner rotation manifold. The outer rotation manifold is connected to the rotation motor in a fixed manner. The spindle continuously rotates the inner rotation manifold inside of the outer rotation manifold around an axis of the inner rotation manifold, and the frame and tool are rotated with inner rotation manifold.
B23D 47/12 - Sawing machines or sawing devices working with circular saw blades, characterised only by constructional features of particular parts of drives for circular saw blades
A01G 23/091 - Sawing apparatus specially adapted for felling trees
B26D 5/04 - Means for moving the cutting member into its operative position for cutting by fluid pressure
64.
Cylinder head assembly having fuel injector sleeve for mid-deck reacting of injector clamping load
A cylinder head assembly includes a cylinder head casting, and an injector sleeve within an injector bore in the cylinder head casting. The injector sleeve includes a first sleeve end, and an injector clamping surface formed by an inner sleeve surface adjacent to a cylindrical second sleeve end. The injector sleeve further includes a sleeve clamping surface in contact with an upward facing middle deck surface of the cylinder head casting, and a reaction wall extending between the injector clamping surface and the sleeve clamping surface to transfer an injector clamping load to the upward facing middle deck surface.
An engine power module includes a water jacket, a cylinder liner, and a cylinder head. The water jacket forms a coolant supply conduit arranged in a lower coolant annulus extending around the cylinder liner and an upper coolant annulus extending around the cylinder head. The cylinder head has formed therein an injector bore, and a plurality of drill holes convergent on the injector bore. A lower coolant cavity in the cylinder head forms a coolant flow path extending circumferentially around the injector bore between a cavity inlet opening fluidly connected to the coolant supply conduit, and a cavity connection opening fluidly connected to an upper coolant cavity. The arrangement provides flows of coolant through the drill holes to cool an injector sleeve, and separate coolant flows through the lower coolant cavity and upper coolant cavity.
A compressor housing for a turbocharger may include an outer volute having an outer volute inner surface with a clamp groove defined therein, and an inner volute having an inner volute outer surface and an axially facing surface. The inner volute is inserted into the outer volute through the outer volute inner surface with the inner volute outer surface facing the outer volute inner surface. The inner volute is positioned with the axially facing surface disposed axially inward of the clamp groove. A clamp plate includes a radially outward portion inserted into the clamp groove and a radially inward portion extending downward past the inner volute outer surface. The clamp groove and the axially facing surface engage the clamp plate to retain the inner volute within the outer volute when an axial load is applied to the inner volute.
F04D 29/42 - CasingsConnections for working fluid for radial or helico-centrifugal pumps
F04D 17/10 - Centrifugal pumps for compressing or evacuating
F01D 21/04 - Shutting-down of machines or engines, e.g. in emergencyRegulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator, e.g. indicating such position
F02C 6/12 - Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
67.
System and method for controlling operations of a train using energy management machine learning models
A train control system uses artificial intelligence for maintaining synchronization between centralized and distributed train control models. A machine learning engine receives training data from a data acquisition hub, a first set of output control commands from a centralized virtual system modeling engine, and a second set of output control commands from a distributed virtual system modeling engine. The machine learning engine compares the first set of output control commands and the second set of output control commands, and trains a learning system using the training data to enable the machine learning engine to safely mitigate any difference between the first and second sets of output control commands using a learning function including at least one learning parameter.
A train control system uses sensory inputs related to operational parameters of a train for automatically scoring or classifying particular train driving strategies implemented by a machine learning model for a particular train operating on a predefined route or route segment. The train control system includes one or more predefined rules related to one or more of a first set of the operational parameters, wherein each of the rules defines a Boolean, true or false classification based on whether a particular train driving strategy results in one or more of the first set of operational parameters complying with the rule. One or more comparative key performance indicators are related to one or more of a second set of operational parameters, and are used to rank the particular train driving strategy for the predefined route or route segment relative to a different train driving strategy for the same or comparable route or route segment.
A track rail fastening system (22) includes a direct fixation fastener assembly (40) having a direct fixation fastener (36), and a laterally elongated support block (24). Fastener holes (82) for receiving fastener-clamping fasteners (48), and fastener holes (86) for receiving bracket-clamping fasteners (56), are formed in the support block (24). The respective sets of fastener holes (82,86) are arranged in different anchor patterns. Fastener-clamping fasteners (48) are received in one of the sets of fastener holes and clamp direct the fixation fastener (36) to the support block (24). Bracket-clamping fasteners (56) clamp a third-rail support bracket (50) to the support block (24) and are received in one of the sets of fastener holes. The third-rail support bracket (50) is cantilevered to the support block (24).
A track rail fastening system includes a direct fixation fastener assembly having a direct fixation fastener, and a laterally elongated support block. Fastener holes for receiving fastener-clamping fasteners, and fastener holes for receiving bracket-clamping fasteners, are formed in the support block. The respective sets of fastener holes are arranged in different anchor patterns. Fastener-clamping fasteners are received in one of the sets of fastener holes and claim direct fixation fastener to the support block. Bracket-clamping fasteners clamp a third-rail support bracket to the support block, and are received in one of the sets of fastener holes. The third-rail support bracket is cantilevered to the support block.
A track rail fastening system (22) includes a direct fixation fastener assembly (40) having a direct fixation fastener (36), and a laterally elongated support block (24). Fastener holes (82) for receiving fastener-clamping fasteners (48), and fastener holes (86) for receiving bracket-clamping fasteners (56), are formed in the support block (24). The respective sets of fastener holes (82,86) are arranged in different anchor patterns. Fastener-clamping fasteners (48) are received in one of the sets of fastener holes and clamp direct the fixation fastener (36) to the support block (24). Bracket-clamping fasteners (56) clamp a third-rail support bracket (50) to the support block (24) and are received in one of the sets of fastener holes. The third-rail support bracket (50) is cantilevered to the support block (24).
A method of bank to bank trimming for a locomotive engine during steady state operation comprises receiving a plurality of operating parameter signals, receiving a fuel quantity signal for each of a standard cylinder bank and a donor cylinder bank, providing a trim map, determining whether the engine is operating in a steady state condition based on the plurality of operating parameter signals, determining a target fuel injection duration for each of the standard cylinder bank and the donor cylinder bank if the engine is operating in a steady state condition, and adjusting an actual fuel injection duration to equal the target fuel injection duration for the standard cylinder bank and the donor cylinder bank.
A spring anchor assembly for fastening track rail includes a spring anchor having a hook end, a tail end, and a middle section. An insulator is fitted upon the spring anchor and includes a plurality of rib walls extending fore and aft between a first outer insulator wall and a second outer insulator wall. The outer insulator walls form downward depending wall sections extending, respectively, from termination locations of the rib walls to the lower peripheral edges. A channel is formed between the wall sections and receives the middle section, contacted by the plurality of rib walls at the termination locations. The insulator insulates the spring anchor to limit leaking electrical currents from the track rail to ground.
Systems and methods for adjusting operation of a train are disclosed. A method may include: receiving one or more infrared images of a brake line of the train; detecting one or more leaks of the brake line based on the one or more infrared images; and adjusting a brake command based on the detected one or more leaks.
A rail clip assembly (30) includes a rail clip (32), and a toe insulator (52) having a pad (16) with a diagonally oriented rail contact face (60), and an open-sided pocket (86) receiving a toe end (38) of a rail clip (32). The toe insulator (52) includes a snap lock (66), structured to adjust between a locked configuration trapping a locating projection (62) of the toe insulator (52) in a bore (74)in the rail clip (32), and an unlocked configuration.
A rail clip assembly includes a rail clip, and a toe insulator having a pad with a diagonally oriented rail contact face, and an open-sided pocket receiving a toe end of a rail clip. The toe insulator includes a snap lock, structured to adjust between a locked configuration trapping a locating projection of the toe insulator in a bore in the rail clip, and an unlocked configuration.
An SCR after-treatment system for a locomotive engine includes an enclosure defining an exhaust flow path from an inlet to an outlet, the inlet being flexibly connected to an exhaust outlet of the engine, an injector located in the inlet and configured to provide an aerosolized reductant into the exhaust flow path, a mixing tube extending from the inlet into the enclosure towards a back wall of the enclosure; a plurality of catalyst cells extending parallel to the mixing tube; the exhaust flow path traveling through the plurality of catalyst cells between the mixing tube and the outlet, and a side channel located between the mixing tube and the plurality of catalyst cells. The enclosure is configured to create low back pressure and an even distribution of the exhaust flow path across the plurality of catalyst cells.
F01N 3/20 - Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operationControl specially adapted for catalytic conversion
A fastening system for track rail includes a molded support block, and a direct fixation fastener positioned upon an upper side of the molded support block. The direct fixation fastener includes a metallic frame and a non-metallic overmolded jacket. Clamping fasteners of the fastening system are structured to engage with retention elements integrally molded in a concrete matrix material of the molded support block to clamp the direct fixation fastener to the upper side within a range of lateral positions.
A fastening system (10) for track rail (8) includes a molded support block (14), and a direct fixation fastener (32) positioned upon an upper side (20) of the molded support block (14). The direct fixation fastener (32) includes a metallic frame (34) and a non metallic overmolded jacket (42). Clamping fasteners (46) of the fastening system (10) are structured to engage with retention elements (28) integrally molded in a concrete matrix material (58) of the molded support block (14) to clamp the direct fixation fastener (32) to the upper side (20) within a range of lateral positions.
A train control system uses artificial intelligence for maintaining synchronization between centralized and distributed train control models. A machine learning engine receives training data from a data acquisition hub, a first set of output control commands from a centralized virtual system modeling engine, and a second set of output control commands from a distributed virtual system modeling engine. The machine learning engine compares the first set of output control commands and the second set of output control commands, and trains a learning system using the training data to enable the machine learning engine to safely mitigate any difference between the first and second sets of output control commands using a learning function including at least one learning parameter.
G06F 11/07 - Responding to the occurrence of a fault, e.g. fault tolerance
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 23/34 - Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
A train control system uses machine learning for implementing handovers between centralized and distributed train control models. A machine learning engine receives training data from a data acquisition hub, receives a centralized train control model from a centralized virtual system modeling engine, and receives an edge-based train control model from an edge-based virtual system modeling engine. The machine learning engine trains a learning system using the training data to enable the machine learning engine to predict when a locomotive of the train will enter a geo-fence where communication between the edge-based computer processing system and the centralized computer processing system will be inhibited.
A train control system may include a data acquisition hub connected to a database and sensors associated with one or more locomotives, systems, or components of a train and configured to acquire data in association with inputs derived from contextual data relating to a plurality of trains being operated by experienced train engineers under a variety of different conditions and in different geographical areas for use as training data. A machine learning engine of the train control system may receive the training data from the data acquisition hub, encode a modified learning function as a statistical model of desirable train handling behavior, evaluate train handling behavior by comparing to the statistical model, and update a certification of one or more of a train engineer, a semi-autonomous control system, or a fully autonomous control system.
B61L 27/04 - Automatic systems, e.g. controlled by trainChange-over to manual control
G05B 13/02 - Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
G06N 3/04 - Architecture, e.g. interconnection topology
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
B61L 27/20 - Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
B61L 27/57 - Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
A train control system (100) controls the ramp rate at which a train (102) accelerates after braking. A machine learning engine receives training data from a data acquisition hub (312), including a plurality of input conditions of the train (102) and a plurality of outputs associated with the input conditions. A virtual system modeling engine (324) simulates in-train forces and train (102) operational characteristics using physics-based equations, kinematic or dynamic modeling of behavior of the train or components of the train during operation of the train when the train is accelerating after braking, and inputs derived from stored historical contextual data related to the train. The machine learning engine trains a learning system using the training data to generate an output based on an input using a learning function including at least one learning parameter. The learning parameter is modified as needed to improve the accuracy of the learning function in generating the output.
A system may include a data acquisition hub connected to databases and sensors associated with locomotives, systems, or components of a train and configured to acquire real-time and historical configuration, structural, and operational data in association with inputs derived from real time and historical contextual data relating to a plurality of trains. The system may include a virtual system modeling engine configured to receive results of a non-destructive evaluation of a train component, simulate in-train forces, determine a predicted time of failure for the train component based on an evaluation of stresses that have already been applied to the component and expected future stresses, and implement repair, replacement, or operational protocols for the train component before or at a repair facility that will be reached by the train ahead of a predetermined minimum threshold time period before the predicted time of failure.
A train control system (100) uses artificial intelligence for maintaining synchronization between centralized and distributed train control models. A machine learning engine receives training data from a data acquisition hub (312), a first set of output control commands from a centralized virtual system modeling engine (324), and a second set of output control commands from a distributed virtual system modeling engine (324). The machine learning engine compares the first set of output control commands and the second set of output control commands, and trains a learning system using the training data to enable the machine learning engine to safely mitigate any difference between the first and second sets of output control commands using a learning function including at least one learning parameter.
A train control system (100) uses machine learning for implementing handovers between centralized and distributed train control models. A machine learning engine receives training data from a data acquisition hub (312), receives a centralized train control model from a centralized virtual system modeling engine, and receives an edge-based train control model from an edge-based virtual system modeling engine (324). The machine learning engine trains a learning system using the training data to enable the machine learning engine to predict when a locomotive (108, 110) of the train (102) will enter a geo-fence where communication between the edge-based computer processing system and the centralized computer processing system will be inhibited.
A system (20, 70) and method (FIG. 9, FIG. 10) for detecting buckled rail (18) and for predicting a risk (74) for rail buckling is disclosed. The method may comprise receiving data from a camera (22) mounted on locomotive (24) traveling on the railroad track (10). The data may include images (58) of the buckled rail (18) and dimensions of the buckled rail (18) when the camera (22) detects the buckled rail (18). The data may further include images (82) of the ballast (16) and condition of the ballast (16). The method may further comprise receiving data from a thermal camera (72) mounted to the locomotive (24) indicating the temperature of the rails (12). The method may further comprise transmitting an alarm signal (38) to a display interface (40) of a remote unit (42) if the dimensions of the buckled rail (18) meet a predetermined threshold, and predicting a risk for rail buckling based at least on the temperature of the rails (12) and the condition of the ballast (16).
A system (20, 70) and method (FIG. 9, FIG. 10) for detecting buckled rail (18) and for predicting a risk (74) for rail buckling is disclosed. The method may comprise receiving data from a camera (22) mounted on locomotive (24) traveling on the railroad track (10). The data may include images (58) of the buckled rail (18) and dimensions of the buckled rail (18) when the camera (22) detects the buckled rail (18). The data may further include images (82) of the ballast (16) and condition of the ballast (16). The method may further comprise receiving data from a thermal camera (72) mounted to the locomotive (24) indicating the temperature of the rails (12). The method may further comprise transmitting an alarm signal (38) to a display interface (40) of a remote unit (42) if the dimensions of the buckled rail (18) meet a predetermined threshold, and predicting a risk for rail buckling based at least on the temperature of the rails (12) and the condition of the ballast (16).
A system and method for detecting buckled rail and for predicting a risk for rail buckling is disclosed. The method may comprise receiving data from a camera mounted on locomotive traveling on the railroad track. The data may include images of the buckled rail and dimensions of the buckled rail when the camera detects the buckled rail. The data may further include images of the ballast and condition of the ballast. The method may further comprise receiving data from a thermal camera mounted to the locomotive indicating the temperature of the rails. The method may further comprise transmitting an alarm signal to a display interface of a remote unit if the dimensions of the buckled rail meet a predetermined threshold, and predicting a risk for rail buckling based at least on the temperature of the rails and the condition of the ballast.
B61L 23/04 - Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
B61K 9/08 - Measuring installations for surveying permanent way
G06Q 10/0635 - Risk analysis of enterprise or organisation activities
G01N 19/08 - Detecting presence of flaws or irregularities
B61L 27/53 - Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
90.
Maintenance of distributed train control systems using machine learning
A machine learning system for maintaining distributed computer control systems for a train may include a data acquisition hub communicatively connected to a plurality of sensors configured to acquire real-time configuration data from one or more of the computer control systems. The machine learning system may also include an analytics server communicatively connected to the data acquisition hub. The analytics server may include a virtual system modeling engine configured to model an actual train control system comprising the distributed computer control systems, a virtual system model database configured to store one or more virtual system models of the distributed computer control systems, wherein each of the one or more virtual system models includes preset configuration settings for the distributed computer control systems, and a machine learning engine configured to monitor the real-time configuration data and the preset configuration settings. The machine learning engine may warn when there is a difference between the real-time configuration data and the preset configuration settings, the difference being indicative of at least two of the distributed computer control systems being out of synchronization by more than a threshold deviation.
B61L 27/53 - Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
G05B 13/02 - Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
B61L 27/04 - Automatic systems, e.g. controlled by trainChange-over to manual control
B61L 27/40 - Handling position reports or trackside vehicle data
A machine learning system for maintaining distributed computer control systems for a train may include a data acquisition hub (312) communicatively connected to a plurality of sensors (304, 306, 308) configured to acquire real-time configuration data from one or more of the computer control systems. The machine learning system may also include an analytics server (316) communicatively connected to the data acquisition hub (312). The analytics server (316) may include a virtual system modeling engine (324) configured to model an actual train control system (302) comprising the distributed computer control systems, a virtual system model database (326) configured to store one or more virtual system models of the distributed computer control systems, wherein each of the one or more virtual system models includes preset configuration settings for the distributed computer control systems, and a machine learning engine (318) configured to monitor the real-time configuration data and the preset configuration settings. The machine learning engine (318) may warn when there is a difference between the real-time configuration data and the preset configuration settings, the difference being indicative of at least two of the distributed computer control systems being out of synchronization by more than a threshold deviation.
A train control system using machine learning for development of train control strategies includes a machine learning engine (318). The machine learning engine receives training data from a data acquisition hub (312), including a plurality of first input conditions and a plurality of first response maneuvers associated with the first input conditions. The machine learning engine trains a learning system using the training data to generate a second response maneuver based on a second input condition using a learning function including at least one learning parameter. Training the learning system includes providing the training data as an input to the learning function, the learning function being configured to use the at least one learning parameter to generate an output based on the input, causing the learning function to generate the output based on the input, comparing the output to the plurality of first response maneuvers to determine a difference between the output and the plurality of first response maneuvers, and modifying the at least one learning parameter to decrease the difference responsive to the difference being greater than a threshold difference.
An oil pump for an engine is disclosed. The oil pump may include a first pump mechanism configured to supply oil to a main lubrication gallery of the engine, and a second pump mechanism configured to supply oil to a piston cooling gallery of the engine. The first pump mechanism may be designed for a first type of engine and the second pump mechanism may be designed for a second type of engine. The first type of engine may have a greater quantity of cylinders than the second type of engine.
A system that includes a detection device, an imaging device, and a control device is disclosed. The detection device may generate proximity data relating to a proximity of an undercarriage of a rail vehicle, and the imaging device may capture one or more thermal images of the undercarriage. The control device may receive a first thermal image and a second thermal image of the undercarriage. The first thermal image may be captured using a first integration time, and the second thermal image may be captured using a second integration time. The control device may determine composite thermal data associated with the undercarriage. The composite thermal data may include information mapping a first range of thermal data and mapping a second range of thermal data to one or more components of the undercarriage. The control device may cause an action to be performed in connection with the composite thermal data.
G01S 13/32 - Systems for measuring distance only using transmission of continuous waves, whether amplitude-, frequency-, or phase-modulated, or unmodulated
H04N 7/18 - Closed-circuit television [CCTV] systems, i.e. systems in which the video signal is not broadcast
H04N 5/232 - Devices for controlling television cameras, e.g. remote control
An oil pump for an engine is disclosed. The oil pump may include a first pump mechanism configured to supply oil to a main lubrication gallery of the engine, and a second pump mechanism configured to supply oil to a piston cooling gallery of the engine. The first pump mechanism may be designed for a first type of engine and the second pump mechanism may be designed for a second type of engine. The first type of engine may have a greater quantity of cylinders than the second type of engine.
A first locomotive that includes a control unit is disclosed. The control unit may receive a power demand, determine a first power limit of the first locomotive, and receive a second power limit of a second locomotive and a third power limit of a third locomotive. The control unit may proportion the power demand into a first power allocation for the first locomotive, a second power allocation for the second locomotive, and a third power allocation for the third locomotive. The control unit may adjust the first power allocation based on the first power limit, adjust the second power allocation based on the second power limit, and adjust the third power allocation based on the third power limit. The control unit may cause an action to be performed in connection with the first power allocation, the second power allocation, and the third power allocation.
A direct fixation track rail fastener includes a fastener body having a top plate, a frame, and an overmolded jacket. A first and a second lateral positioner are positioned in positioner bores extending through the fastener body, and each includes an eccentric. The eccentrics include axially extending external teeth interlocked with axially extending slots within the positioner bores. In an aspect, the eccentrics are dual eccentrics each including tooth and slot interlocking arrangements with another eccentric or the frame.
A direct fixation track rail fastener (10) includes a fastener body (12) having a top plate (14), a frame (16), and an overmolded jacket (18). A first and a second lateral positioner (24, 26) are positioned in positioner bores (20, 22) extending through the fastener body (12), and each includes an eccentric (28, 30). The eccentrics (28, 30) include axially extending external teeth (42, 44) interlocked with axially extending slots (38, 40) within the positioner bores (20, 22). In an aspect, the eccentrics (28, 30) are dual eccentrics each including tooth and slot interlocking arrangements with another eccentric or the frame (16).
A nozzle assembly for a fuel injector includes an injector housing having a casing and a stack within the casing, an outlet check movable within a nozzle cavity in the injector housing, and having a stop positioned within a stop cavity. A clearance is formed between the outlet check and the injector housing and fluidly connects a spring cavity to a stop cavity, and an anti-cavitation vent is formed in the stack and fluidly connects the spring cavity to a low pressure space. The anti-cavitation vent limits pressure changes in the spring cavity during fuel injection such that production of cavitation bubbles in the spring cavity is limited.
A nozzle assembly (46) for a fuel injector (32) includes an injector housing (42) having a casing (46) and a stack (52) within the casing (46), an outlet check (38) movable within a nozzle cavity (74) in the injector housing (42), and having a stop (84) positioned within a stop cavity (80). A clearance (88) is formed between the outlet check (38) and the injector housing (42) and fluidly connects a spring cavity (78) to a stop cavity (80), and an anti-cavitation vent (44) is formed in the stack (52) and fluidly connects the spring cavity (78) to a low pressure space (70). The anti-cavitation vent (44) limits pressure changes in the spring cavity (78) during fuel injection such that production of cavitation bubbles in the spring cavity (78) is limited.
F02M 61/18 - Injection nozzles, e.g. having valve-seats
F02M 61/20 - Closing valves mechanically, e.g. arrangements of springs or weights
F02M 37/20 - Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatusArrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
F02M 59/10 - Pumps specially adapted for fuel-injection and not provided for in groups of reciprocating-piston type characterised by the piston drive
