A service brake system for a locomotive includes a brake cylinder, a first lever defining a first end and a second end, a first engagement element coupled with the first lever at the second end, a second lever extends in an orthogonal direction relative to the first lever, a bracket assembly, and a second engagement element. The first lever is adapted to pivot relative to a pivot point. The second lever is adapted to be coupled with a brake shoe of the service brake system and define a third end and a fourth end. The bracket assembly is adapted to engage the first lever with the second lever and includes first and second brackets. The second engagement element is coupled with the second bracket and at least partially received within the second bracket and extends parallel to the first engagement element.
A parking brake system for a locomotive includes a first chain having a free end and an anchored end, a frame member, and a pulley system movably coupled with the frame member. The pulley system includes a bracket that is movable towards and away from the anchored end of the first chain. The pulley system includes a first pulley, and a second pulley coupled with the bracket. The first chain is in engagement with the first pulley. The parking brake system includes a second chain in engagement with the second pulley. The parking brake system includes a first brake arrangement adapted to activate a first brake shoe and a second brake arrangement adapted to activate a second brake shoe. A first end of the second chain is coupled with the first brake arrangement and a second end of the second chain is coupled with the second brake arrangement.
B61H 1/00 - Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
B61H 9/00 - Brakes characterised by, or modified for, their application to special railway systems or purposes
Operating one or more locomotives of a train consist when communications to the one or more locomotives are lost depriving the locomotives of receiving real-time operating commands in an autonomous or semi-autonomous operating environment is provided. An energy management system generates real-time operating commands including throttle and brake settings for the train consist locomotives for operating the locomotives when communications to the locomotives are operating. Preplanned operating commands are generated for the train consist locomotives to set throttle and brake settings for the locomotives when communications to a lead train consist locomotive or between the lead train consist locomotive and remote or trailing train consist locomotives are lost. After communications are restored, the energy management system automatically switches from the preplanned operating commands back to real-time operating commands.
An underframe for a machine may have a first beam extending in a longitudinal direction and a second beam disposed generally parallel to and spaced apart from the first beam in a transverse direction. At least one of the first beam and the second beam may have a lower plate, an upper plate, and a web extending between the lower plate and the upper plate. The underframe may have a cross beam attached to the first and second beams. Further, the underframe may have a bracket transversely aligned with the cross beam. The bracket may include a first leg extending from the lower plate to the upper plate and attached to the web. The bracket may also include a second leg extending from the first leg, the second leg attached to the upper plate. The bracket and the cross beam may be disposed on opposite sides of the web.
A method for confirming a target locomotive in a train performed by a controller onboard a lead locomotive of the train includes: receiving an activation command for a remote operation of the lead and the target locomotives; establishing communication between the lead and the target locomotives based on receiving the activation command; causing a brake system of the train to apply a preselected force to a brake of the train; receiving, from the target locomotive, target brake pipe pressure data indicative of a brake pipe pressure of the target locomotive; causing a monitored system of the train to monitor trailing brake pipe pressure data indicative of a brake pipe pressure of the trailing locomotive; and based on determining that the target brake pipe pressure data matches the trailing brake pipe pressure data: confirming that the target locomotive matches the trailing locomotive, and automatically allowing the remote operation of the train.
A system and method for locomotive assignments and scheduling is described herein. The system provides for receiving railroad information related to a railroad system including locomotives within the railroad system, determining railroad data from the railroad information by processing the railroad information, the railroad data associated with schedules, conditions, demand of locomotives, and availability of locomotives, determining a set of rules for assigning locomotives to trains, locations, and maintenance, the set of rules determined by a machine learning model trained using historical railroad data tagged with locomotive assignment information, determining assignments for locomotives within the railroad system using the set of rules in response to the railroad data, and outputting the assignments and executing the assignments of the locomotives.
A direct fixation fastener in a track fixation system includes a track plate forming cutouts in opposite ends thereof, a first end restraint positioned in a first of the cutouts and a second end restraint positioned in a second of the cutouts. Each of the end restraints includes at least one fastener hole therein, such as an elongated fastener hole for lateral adjustment, and an uplift-limiting protrusion including a hook portion extending over the track plate. The fastener further includes a jacket including a non-metallic jacket material attaching the track plate to each of the first end restraint and the second end restraint and extending therebetween.
System and methods for determining a propagation of delays. In some embodiments, a computer system includes: a processor; a non-transitory computer readable medium that stores instructions that when executed by the processor causes the processor to execute operations. The operations may include receiving first information related to a first stop by a first train on a first track and receiving second information related to a second stop by a second train on the first track. The operations may further include determining an association between the duration of the second stop of the second train and the reason for the first stop of the first train and displaying an indication of the association on a graphical user interface. Lastly, the operations may include determining an updated association between the first stop and second stop based on a user input into the graphical user interface.
A DC power supply system onboard a locomotive includes a DC power supply link; a traction device coupled to the DC power supply link including a traction motor inverter and a traction motor coupled to the traction motor inverter, the traction motor configured to regenerate electric power during dynamic braking and feed the regenerated electric power through the traction motor inverter to the DC power supply link as regenerated DC electric power, and an auxiliary system coupled to the DC power supply link comprising an auxiliary inverter configured to directly receive auxiliary power as a portion of the regenerated DC electric power during the dynamic braking to generate inverted auxiliary power. A load is coupled to the auxiliary inverter, and during the dynamic braking, receives the inverted auxiliary power from the auxiliary inverter to operate the load.
B60L 7/22 - Dynamic electric resistor braking, combined with dynamic electric regenerative braking
B60L 50/16 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
B60L 50/50 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
B60L 50/61 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
B60W 20/14 - Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limitsControlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion in conjunction with braking regeneration
B60L 7/14 - Dynamic electric regenerative braking for vehicles propelled by AC motors
B60L 15/32 - Control or regulation of multiple-unit electrically-propelled vehicles
B60L 50/12 - 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 DC motors
B60L 50/14 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using DC generators and AC motors
B60L 50/51 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
B60L 50/52 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
Pacing movement of train consists to improve energy consumption is provided. An operating plan is simulated for one or more train consists that will encounter various stops or slowdowns required on a planned route and/or for stops or slowdowns required to prevent one train consist from interfering with another train consist. Energy consumption information associated with locations of stops or slowdowns is used to build or update the simulation to adjust locations of stops or slowdowns for each train consist to minimize the energy consumption impact of re-starts and/or speed ups to provide for an energy-efficient operation of the one or more train consists for which a simulated operating plan is generated. The simulated operating plan may be automatically or manually executed for the one or more train consists, and feedback from the one or more train consists may be provided for future operating plan simulation and execution.
Systems and method for operating a train (100) are described herein. The train (100) may include a plurality of nodes (114) configured to detect a plurality of train variables and a train controller (103). The train controller (103) including a memory storing computer-executable instructions; and a processor (510). The processor (510) may be configured to receive a train model (106) which may be configured to be used by a computation engine (104) of the train controller (103) to generate an output. The output may be displayed on an output device (518) on the train controller (103). A human-user may input an indication into the train controller (103) indicating that the generated output may be insufficient. The node data (116) may be collected at a result of the input and transmitted to a train model generator (108).
A crab plate for securing a power assembly of an engine includes a body having a length direction oriented with respect to a central longitudinal plane, a width direction normal to the central longitudinal plane, and a thickness direction extending between a top surface and a bottom surface of the body. The body further including a generally double-arrow shape including an arrowhead portion located at each of a first longitudinal end and a second longitudinal end of the body. The body further includes a pair of retaining holes extending through the thickness of the body, the pair of retaining holes located along the central longitudinal plane; a pair of wing portions forming laterally outward opposite sides of the body; and a protruding contact pad on the bottom surface of each of the wing portions, the contact pads having a length that is less than a length between the widest portions of the arrow heads.
A mounting system, adapted to removably couple the equipment with a mounting structure, includes a mounting bracket coupled to the mounting structure, a first flexible member disposed axially adjacent to the mounting bracket, and a pin disposed axially adjacent to the first flexible member. The first flexible member is disposed between the mounting bracket and the pin. The pin includes a base and a body extending from the base. The body includes a uniform section and a tapering section. The mounting system includes a second flexible member disposed axially adjacent to the mounting bracket and a cover disposed axially adjacent to the second flexible member. The second flexible member is disposed between the cover and the pin. The mounting system further includes at least two mechanical fasteners that removably couple the mounting bracket with each of the first flexible member, the pin, the second flexible member, and the cover.
F16M 13/00 - Other supports for positioning apparatus or articlesMeans for steadying hand-held apparatus or articles
F16B 13/08 - Dowels or other devices fastened in walls or the like by inserting them in holes made therein for that purpose with parts gripping in the hole or behind the reverse side of the wall after inserting from the front with separate gripping parts moved into their final position in relation to the body of the device without further manual operation
F16M 13/02 - Other supports for positioning apparatus or articlesMeans for steadying hand-held apparatus or articles for supporting on, or attaching to, an object, e.g. tree, gate, window-frame, cycle
15.
SYSTEMS AND METHODS FOR PROVIDING AUTONOMOUS TRAIN DRIVING STRATEGY
Systems and method for operating a train are described herein. The train may include a plurality of nodes configured to detect a plurality of train variables and a train controller. The train controller including a memory storing computer-executable instructions; and a processor. The processor may be configured to receive a train model which may be configured to be used by a computation engine of the train controller to generate an output. The output may be displayed on an output device on the train controller. A human-user may input an indication into the train controller indicating that the generated output may be insufficient. The node data may be collected at a result of the input and transmitted to a train model generator.
In one instance, disclosed herein is a method for automating a train car classification process, including: receiving information indicating at least one train car within a classification yard and a classification track within the classification yard; generating, based at least in part on the at least one train car and the classification track, at least one classification control command for a classification locomotive within the classification yard; and providing the at least one classification control command to the classification locomotive for execution, wherein execution of the at least one classification control command by the classification locomotive causes the classification locomotive to move the at least one train car to the classification track.
Combining a rail yard management system with an energy management system and health management system for optimizing a train consist build is provided. The rail yard management system determines railway cars and locomotives currently available at the rail yard. If there are not enough railway cars and/or locomotives available at the rail yard, the rail yard management system predicts or determines available railway cars and/or locomotives that are part of one or more inbound train consists. The rail yard management system queries the energy management system for energy management data associated with the locomotives to be assigned to the train consist. Planning of a desired train consist is a dynamic and iterative process where the planned train consist may be iteratively revised to include modifying the numbers and positions of locomotives to be included in the train consist for optimizing energy management and health management of the planned train consist.
Systems and method for operating a hydraulic swing system are described herein. The hydraulic swing system may include a first hydraulic pump and a second hydraulic pump in fluid communication with one another. A first hydraulic motor configured to drive rotation of the hydraulic swing system and may be in fluid communication with the first hydraulic pump and the second hydraulic pump. A controller configured to increase a rate of rotation of the hydraulic swing system in a first direction by: engaging the first hydraulic pump to provide a hydraulic fluid through the first hydraulic path to the first hydraulic motor to drive rotation of the hydraulic swing system; and engaging the second hydraulic pump to provide hydraulic fluid through the first hydraulic path to the first hydraulic motor to drive rotation of the hydraulic swing system.
A cylinder liner in a power assembly for an engine includes an elongate liner body including a water jacket surface and a plurality of combustion air ports extending from an outer liner surface to an inner liner surface. A coolant supply passage extends from a coolant inlet formed in an outer liner surface, to a water jacket feed outlet spaced axially from the plurality of combustion air ports. A flow balancer for coolant is positioned in a coolant flow path extending in an axial direction along the water jacket surface from the water jacket feed outlet. The cylinder liner may form, in service in an engine, an upper water jacket, and a lower air annulus. The flow balancer assists in normalizing a flow and pressure of coolant through the water jacket.
A busbar assembly for delivering current to a plurality of inverters may include a plurality of busbars, configured to receive current from a current source and to output current to the plurality of inverters, a plurality of spacers positioned between the plurality of busbars, and a plurality of inverter connectors, each inverter connector being coupled to one of the plurality of busbars, wherein each of the plurality of spacers and the plurality of inverter connectors is formed of a conductive material.
A measuring dipstick for a gear case of a train includes a handle configured to extend outside of the gear case when the measuring dipstick extends within an opening of the gear case and an insertion portion. The insertion portion includes a plurality of level indicators spaced along the insertion portion at intervals, a bend in the insertion portion that separates a proximal portion of the insertion portion from a distal portion of the insertion portion, and an orientation indicator configured to identify a correct orientation for the measuring dipstick when the insertion portion is inserted within the opening of the gear case.
G01F 23/04 - 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 dip members, e.g. dip-sticks
F16H 57/04 - Features relating to lubrication or cooling
22.
Modeling train movement dynamics for train control
Systems and methods for operating a train using a train model are described herein. A The train model is a concatenated version of an empirical model. The empirical model is corrected and optimized using data generated by an empirical physics engine. The optimization of the empirical model reduces the number of inputs into the model, allowing for a simpler version of the empirical model to be deployed on a train as the train model. The train model can allow a computation engine of the train to receive data and calculate one or more predicted behaviors of the train. The calculations are used by an engine controller to control various operational aspects of the train in real-time while the train is operating.
A method for predicting changes in fuel consumption due to alterations in train operations is disclosed. The method comprises: collecting a baseline train data of a first train, the baseline train data including first train parameters, first operational parameters, and a first fuel consumption of the first train; inputting the baseline train data into an artificial intelligence (AI) model; training an AI model with a second train data, the second train data includes second operational parameters and a second fuel consumption of the first train, the AI model is trained until a baseline operation is predictable; implementing operational changes from the baseline operation to a field train operation for a third train, the field train operation includes changes to the first train parameters and changes to the first operational parameters implemented in the third train; and predicting, utilizing the AI model, the fuel consumption of the third train.
A feed-through electrical connector configured to connect electrical components from an exterior to an interior of a vehicle, including a stud having a bottom end and a top end, the stud being formed from an electrically conductive material, an insulation disposed about the stud, the insulation configured to be placed in a hole of a roof of the vehicle and connect to the roof of the vehicle, a ring terminal connection disposed at the bottom end of the stud, the ring terminal connection being configured to connect the stud to electrical components on the interior of the vehicle, and a fitting disposed at the top end of the stud, the fitting configured to connect the stud to a slotted charging rail on the exterior of the vehicle.
B60L 5/42 - Current-collectors for power supply lines of electrically-propelled vehicles for collecting current from individual contact pieces connected to the power supply line
B60L 5/38 - Current-collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails
An energy-management system of a train includes a consist disengagement module configured to control disengagement of a train consist from an autonomous mode to a manual mode of operation. After receiving an instruction to disengage, the system determines an engaged power of the consist in the autonomous mode and calculates an effective position for a consist throttle where the consist would generate a disengaged power in manual mode most closely approximating the engaged power. After causing the throttle handle to be moved to the effective position, the consist disengagement module incrementally changes the operational settings for either a lead locomotive or a trail locomotive until the operational settings match the effective position for the consist throttle. The system chooses the changes to maintain the consist output power close to the disengaged power, avoiding surges in consist power and minimizing handling disturbances during disengagement.
A health monitoring system for a prime mover of a locomotive is disclosed. The health monitoring system comprises: the prime mover having a cylinder head with a first bank and a second bank; an EGR cooler; a turbocharger; a first temperature sensor provided on a first exhaust and a second temperature sensor provided on a second exhaust; a barometric pressure sensor; a controller in communication with the first temperature sensor, the second temperature sensor, and the barometric pressure sensor, the controller configured to: monitor a temperature relationship between the first temperature sensor and the second temperature sensor in real time at varying altitudes and atmospheres; detect instances of temperature differentials during operation; and identify an operational issue when instances of temperature differentials exceeds a temperature differential limit.
B61C 5/00 - Locomotives or motor railcars with IC engines or gas turbines
G01K 1/024 - Means for indicating or recording specially adapted for thermometers for remote indication
G01K 7/02 - Measuring temperature based on the use of electric or magnetic elements directly sensitive to heat using thermoelectric elements, e.g. thermocouples
27.
Methods and systems for determining hybrid train configurations
In one instance, disclosed herein is a system for configuring a train having at least one hybrid locomotive, the system comprising at least one processor operative to: receive an anticipated train route; receive a provisional train configuration, the provisional train configuration including the at least one hybrid locomotive, wherein the at least one hybrid locomotive includes at least one internal combustion engine and at least one energy storage system; determine whether the provisional train configuration is capable of completely traversing the anticipated train route; and in response to determining that the provisional train configuration is capable of completely traversing the anticipated train route, prompt a graphical user interface to display a visual indication that the provisional train configuration is capable of completely traversing the anticipated train route.
An energy-management system of a train performs real-time assessment of operating parameters of the train and characteristics of a route using machine-learning algorithms. A consist management module within the energy-management system evaluates predictions of future performance by the train when different numbers of locomotives within a consist are inactive. Calculating and comparing operating benefits obtained from the predictions with respect to an upcoming distance, the consist management module identifies a number of locomotives to place in an isolation mode to provide efficient operation of the train. The number identified is provided to a driving strategy module for consideration in maneuvering the train over the upcoming distance.
A method for determining engine oil system health includes determining an oil level in an engine oil sump of an engine, determining an oil consumption rate of the engine based on a current oil volume and a time at which the oil was last replenished, determining a remaining useful oil volume based on the oil consumption rate and duty cycle data of the engine, and generating an alert in response to the oil consumption rate being greater than a predetermined threshold, the alert comprising a command to a controller associated with the engine to cause the engine to perform an action.
G01F 23/263 - 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 by measuring variations in capacitance of capacitors
A health monitoring system for a prime mover of a locomotive is disclosed. The health monitoring system comprises: the prime mover having a cylinder head with a first bank and a second bank; an EGR cooler; a turbocharger; a first temperature sensor provided on a first exhaust and a second temperature sensor provided on a second exhaust; a barometric pressure sensor; a controller in communication with the first temperature sensor, the second temperature sensor, and the barometric pressure sensor, the controller configured to: monitor a temperature relationship between the first temperature sensor and the second temperature sensor in real time at varying altitudes and atmospheres; detect instances of temperature differentials during operation; and identify an operational issue when instances of temperature differentials exceeds a temperature differential limit.
Techniques for detecting failures associated with fuel distribution systems. The techniques may include receiving first oil pressure data associated with an engine of a machine and receiving second oil pressure data associated with a high-pressure pump supplying fuel to the engine. Based at least in part on the first oil pressure data and the second oil pressure data, an impending failure associated with the high-pressure pump may be determined. For instance, utilizing the first oil pressure data and the second oil pressure data, a difference between a first oil pressure value associated with the engine and a second oil pressure value associated with the high-pressure pump may be calculated. The difference in the oil pressure values and the second oil pressure value may be indicative of the impending failure. In some instances, an action may be performed based on detecting the impending failure.
Systems and methods for controlling battery electric locomotives are disclosed. The method for controlling battery electric locomotives includes receiving, via one or more processors, a first set of data associated with the battery electric locomotives of a consist in a train, wherein the first set of data includes battery system data. The method includes processing, via one or more processors, the first set of data to determine the operating conditions of the battery electric locomotives. The method includes causing, via one or more processors, an update to the in-memory representation of the battery electric locomotives in a database to set the battery electric locomotives to a run-state mode or a dynamic braking mode. The method includes generating, via one or more processors, one or more commands for operating the battery electric locomotives of the train based on the updated in-memory representation.
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 50/60 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
B60L 58/10 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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
37.
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 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
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
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
47.
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
55.
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
60.
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"
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
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
G01F 23/263 - 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 by measuring variations in capacitance of capacitors
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 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
95.
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.
