Apparatus and method for placing a locomotive in an idle mode

Abstract

A system for placing a locomotive in an idle mode includes a power source and a computer for monitoring a plurality of conditions, including a throttle condition and an immobile condition. The locomotive enters in the idle mode if each of the plurality of conditions is true, and the locomotive leaves the idle mode if any of the plurality of conditions becomes false. A locomotive configured to be placed in an unattended mode includes a power source, a computer, a temperature control unit, a temperature sensor, a coolant, and a pump. The temperature control unit is configured to maintain the coolant above a minimum unattended temperature threshold. The temperature sensor is configured to monitor the temperature of the coolant. The pump is configured to circulate the coolant near the power source.

Description

Apparatus and Method for Placing a Locomotive in an Idle ModeBENEFIT OF EARLIER APPLICATIONS

[0001] This application claims priority from US provisional application 63 / 620,989 filed January 15, 2024.TECHNICAL FIELD

[0002] The present invention relates to locomotive apparatus and methods in general, and apparatus and methods for placing a locomotive in an idle mode in particular.BACKGROUND

[0003] Often times it is necessary or desirable to place a locomotive in an idle state, for example, when the locomotive is unattended, or stationary while attended. Leaving a locomotive unattended presents risks associated with the limited possibility for operator intervention. There is a demand for a means safely to leave a locomotive unattended. Furthermore, there is a demand for a means to reduce the consumption of power while the locomotive is idle, including when the locomotive is unattended.SUMMARY OF INVENTION

[0004] In accordance with a broad aspect of the present invention, there is provided a system for placing a locomotive in an idle mode, comprising: a power source; monitoring, via a computer, a plurality of conditions, including a throttle condition, being true if the throttle is set to idle and false otherwise; and an immobile condition, being true if the locomotive is immobile and false otherwise; placing the locomotive in the idle mode if each of the plurality of conditions is true; and leaving the idle mode if any of the plurality of conditions becomes false.

[0005] In accordance with another broad aspect of the present invention, there is provided a locomotive configured to be placed in an unattended mode, comprising: a computer, including a user interface for communicating information to a user and receiving inputs from the user; a temperature control unit, controlled by the computer, configured to maintain a coolant above a minimum unattended temperature threshold; a temperature sensor, configured to monitor the temperature of the coolant; and a pump configured to circulate the coolant near a power source of the locomotive.

[0006] It is to be understood that other aspects of the present invention will become readily apparent to those skilled in the art from the following detailed description, wherein various embodiments of the invention are shown and described by way of illustration. As will be realized, the invention is capable of other and different embodiments and its several details are capable of modification in various other respects, all within the present invention. Furthermore, the various embodiments described may be combined, mutatis mutandis, with other embodiments described herein. Accordingly, the drawings and detailed description are to be regarded as illustrative in nature and not as restrictive.BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Referring to the drawings, several aspects of the present invention are illustrated by way of example, and not by way of limitation, in detail in the figures, wherein:(a) Fig. l is a schematic diagram of a locomotive apparatus configured to be placed in an idle mode, according to one embodiment of the present invention.DETAILED DESCRIPTION OF EMBODIMENTS

[0008] The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments contemplated by the inventor. The detailed description includes specific details for the purpose of providing a comprehensive understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced without these specific details.

[0009] There is provided a system, apparatus and method for placing a locomotive in an idle mode. In one embodiment, the locomotive may be unattended. This may be referred to as an unattended mode. In another embodiment, the locomotive may be configured to reduce its power consumption, which may be referred to as the power-saving mode. While these modes may be described independently herein, it is to be appreciated that the unattended mode and the powersaving mode can be implemented concurrently, i.e., such that the locomotive is in a power-saving and unattended mode. The phrase "idle mode" includes either or both of the power-saving mode and the unattended mode.

[0010] A locomotive 1000 includes a power source 100. The power source may include a hydrogen fuel cell 110 and possibly one or more batteries 120. In one embodiment, the fuel cell may generatepower and such power may be stored in the one or more batteries. It may be necessary or desirable to maintain the power source at a certain temperature, or within an acceptable range of temperatures. Accordingly, a coolant 200 may be circulated, e.g., via a cooling loop 210, which may include a pump, near the power source to regulate the temperature of the power source. The coolant may be coupled to, e.g., flow through or near, a temperature control unit 300, which may be able to heat and / or cool the coolant. The temperature control unit may include a heater, such as an immersion heater, and / or a radiator pump. A temperature sensor 310 may be coupled to the coolant to sense a temperature of the coolant. The temperature control unit may include a fan, which may be coupled to and / or integral with the heat exchanger. The temperature control unit may include, or be coupled to, one or more temperature sensors for monitoring the temperature of, e.g., the coolant, ambient air, etc. The temperature of the power source may be monitored directly or inferred from the temperature of the coolant.

[0011] A computer 400 may be coupled to the temperature sensor to receive temperature data therefrom. The computer may be coupled to the temperature control unit to direct the temperature control unit to increase or decrease the heat of the coolant, e.g., in response to the temperature data received from the temperature sensor.

[0012] The computer may be coupled to a user interface 410. The computer may communicate information, such as the temperature data, to a user via the user interface. The user interface may receive one or more operator inputs from a user and communicate the operator inputs to the computer. An operator input may include, e.g., a desired temperature range for the power source and / or the coolant. Another type of operator input may include a manual override command.

[0013] A plurality of conditions may be relevant to placing or maintaining the locomotive in an idle mode. For example, various conditions contribute to whether it is safe to leave a locomotive unattended. Furthermore, various conditions contribute to the amount of power that must be consumed while the locomotive is idle in order to keep the locomotive operational and / or ready for operation. One or more of these conditions may be monitored by a computer. A user interface in communication with the computer may also present the user with a list of one or more of such conditions and receive user inputs from an operator regarding whether or not such conditions are met. In some embodiments, one or more of the conditions may be time-based, i.e., may need to be met for a minimum period of time in order to be considered true. In other words, one or more, e.g.,all, of the conditions may need to be met for a period of time, e.g., at least one minute, five minutes, and in one embodiment, at least 10 minutes, before the idle mode is entered. It is to be appreciated that the various conditions may have different time constraints, i.e., different minimum periods of time that the particular condition must be met before it is considered true for the purposes of entering or leaving the idle mode.

[0014] The plurality of conditions may include one or more of the following:(a) a throttle condition, which may be true if a throttle 510 of the locomotive is set to idle, and false otherwise;(b) an immobile condition, which may be true if the locomotive is immobile, and false otherwise;(c) a temperature condition, which may be true if the temperature of the power source and / or the coolant is within an acceptable range of temperatures, and false otherwise; and(d) a pressure condition, which may be true if a pressure in a compressor of the locomotive is within an acceptable range of pressures, and false otherwise.

[0015] The immobile condition may be monitored in various ways. For example, the immobile condition may be true if a brake 530 of the locomotive is engaged.

[0016] Before leaving a locomotive unattended, often times an operator will conduct a series of tasks to confirm the locomotive is safe to be left unattended. The computer may present the operator, via the user interface, with a list of such tasks. The operator may provide user input to the computer via the user interface to confirm that such tasks are completed. In one embodiment, the operator may initiate an unattended mode operation by providing a corresponding unattended mode initiation user input to the computer, via the user interface. The computer may present the operator, via the user interface, with the list of tasks to be confirmed as completed. The computer may also monitor one or more of the plurality of conditions required to be true for the locomotive to be left in an idle mode, which in this case is the unattended mode. If the applicable conditions are true and the user has confirmed that each of the required tasks has been completed, the computer may, via the user interface, indicate to the operator that the locomotive is in an unattended mode and may safely be left unattended. The computer may log and store informationabout the locomotive, including the various conditions being monitored and the user inputs, e.g., so that such information can be audited in the event of a failure.

[0017] When the locomotive is in an idle mode, whether or not attended, it may be necessary or desirable for the locomotive to consume power to keep certain functions of the locomotive operational and / or ready for operation. Furthermore, it may be advantageous to reduce the power consumed, e.g., for economic reasons and to prolong the lifespan and range of the locomotive. The computer may cause various apparatus and functions of the locomotive to consume less power compared to when the locomotive is in a non-idle mode. Saving power advantageously extends the length of time that the locomotive can be in service between maintenance operations and / or over the lifespan of the locomotive.

[0018] Put differently, certain apparatus and functions of the locomotive may be directed to conserve power while the locomotive is in an idle mode. This may reduce the draw of power from the power source, which in turn may cause the temperature of the power source to decrease. This may also permit certain components of the power source to be deactivated. For example, if power source 100 includes battery 120 coupled to hydrogen fuel cell 110, the fuel cell may be deactivated in the idle mode if the battery has a state of charge within an acceptable range, e.g., above a minimum state of charge threshold. The state of charge of battery 120 may be measured via a battery manager 122 coupled to battery 120, and such measurements may be communicated to the computer and monitored by the computer. In the idle mode, the locomotive may draw on power from the battery while the hydrogen fuel cell is deactivated. Thus, the state of charge of the battery may be reduced while the locomotive is in power saving mode. Once the state of charge falls below the minimum state of charge threshold, the hydrogen fuel cell may be reactivated to increase the state of charge to a desired target level above the minimum state of charge. This may occur while the locomotive is in idle mode. In other words, the locomotive does not necessarily need to leave the idle mode in order to recharge the battery.

[0019] The minimum state of charge threshold may correspond to the amount of power needed for the locomotive to travel to a desired destination, e.g., a maintenance facility. For example, the minimum state of charge may be at least 40%, and preferably at least 45%. State of charge is a measurement of the amount of power in a battery, expressed as a percentage of the total capacity of the battery. If the state of charge is measured below the minimum state of charge, the fuel cellmay be reactivated, thereby recharging the battery to above the minimum state of charge, e.g., by at least 5%, at which point the fuel cell may be deactivated again. In other words, the fuel cell may be activated and deactivated to maintain the state of charge of the battery within a desired range, e.g., between 45%-50%.

[0020] The power source may be damaged or otherwise negatively affected if the power source is subjected to temperatures outside of a tolerable range, for example, below 0°C. Circulating coolant near the power source may advantageously maintain the power source within the tolerable range of temperatures, e.g., above 0°C. Such a means of maintaining the power source within the tolerable range of temperatures may be a more efficient use of power than maintaining the draw of power at non-idle mode levels. In embodiments where the power source includes a hydrogen fuel cell, the apparatus may use less hydrogen when in an idle mode, e.g., the unattended mode or the power-saving mode.

[0021] If one or more of the temperature sensors detect a temperature above a certain maximum temperature, e.g., 40°C, or preferably 34°C, the power source, or a portion thereof, such as the hydrogen fuel cell (if present), may be deactivated. In other words, instead of using power to cool the power source via the cooling loop, the power source (or component thereof) may simply be deactivated, allowing it to cool via radiation, without the use of power-consuming cooling apparatus.

[0022] Deactivating the fuel cell may reduce the need for cooling, for example, the fan of the cooling loop may not need to be activated, thereby conserving energy. The maximum temperature may correspond to a temperature below the temperature at which the fan is activated, e.g., the maximum temperature may correspond to 0.1 °C below, or optionally 1°C below, the temperature at which the fan is activated. The fuel cell may be permitted to be reactivated once the temperature falls to a desired temperature, e.g., 3°C below, or preferably 5°C below, the maximum temperature. Further, or alternatively, the fuel cell may be permitted to be reactivated after a period of time, such as five minutes, or for example after 10 minutes.

[0023] In one embodiment, the fuel cell may be deactivated if the one or more temperature sensors of the cooling loop detect a temperature above a certain threshold, even if the state of charge of the battery is below its minimum threshold. As an exception, if the state of charge of the battery falls below a critical threshold, which may be, for example 5% below the minimum state of chargethreshold (e.g., if the minimum threshold of the state of charge is 45%, the critical threshold may be 40%), the fuel cell may be reactivated even if the temperature of the fuel cell exceeds the maximum temperature. This exception may be advantageous as it may avoid the state of charge dropping below a critically low value, e.g., should the locomotive be in the power-saving state for an extended period of time.

[0024] The coolant may be disposed in a reservoir coupled to the cooling loop and / or the temperature control unit. The temperature control unit may include an immersion heater coupled to, e.g., disposed in, the reservoir. The temperature control unit may include a radiator pump used to circulate coolant through or near the power source. A traction battery system of the locomotive, if present, may generate heat and such heat may be used to heat the coolant, e.g., via the immersion heater of the temperature control unit. The temperature control unit may may include a pump coupled to, and possibly disposed within, the power source, the pump configured to circulate coolant through a heat exchanger coupled to, and possibly disposed within, the power source, the heat exchanger configured to transfer thermal energy from the coolant to the power source. In embodiments where the power source includes a battery, maintaining the battery's temperature within the acceptable range of temperatures may prevent battery "drop out".

[0025] Air compressor 520 may be configured to consume less power when the locomotive is in an idle mode. In an idle mode, which in this case is the power-saving mode, the pressure in the compressor, which may be an airbrake compressor, of the locomotive may be reduced (e.g., as a result of not maintaining or increasing pressure, and / or allowing the pressure to dissipate, which may be referred to as allowing the compressor to leak naturally). For example, the compressor may reduce its pressure to a lower threshold. The lower threshold may be in the range of 100-110 psi, e.g., 105 psi. Once the pressure is reduced to the lower threshold, the compressor may then increase its pressure, e.g., via a pressurizing operation, up to an upper threshold. The upper threshold may be in the range of 135-145 psi, e.g., 140 psi. Once the upper threshold is reached, the compressor may once again reduce pressure actively and / or by leaking.

[0026] In this manner, the compressor may maintain a pressure in a desired pressure range between the lower threshold and the upper threshold. Maintaining the pressure between the lower threshold and the upper threshold may reduce the amount of power used by the compressor compared with the normal power consumption mode, in which pressure may typically be maintained above, e.g.,125 psi, and preferably at approximately 130 psi. It is to be appreciated that the lower threshold and / or the upper threshold may be selected and / or adjusted depending on the configuration of the locomotive and environmental factors. The lower threshold may correspond to the minimum pressure needed for the locomotive safely to use air brakes. When the locomotive leaves the powersaving mode, i.e., switches to the normal power consumption mode, the compressor can be caused to increase pressure to the typical operational pressure, e.g., 125-130 psi.

[0027] When the locomotive is in an idle mode, one or more of the conditions that were prerequisites for the locomotive to enter the idle mode may be continuously or periodically monitored. Furthermore, additional information and / or conditions may be monitored while the locomotive is in the idle mode. Additional information may include information about the power source, such as available power. In the case of a power source that includes a hydrogen fuel cell, available power may include an available hydrogen parameter, which may be monitored via a sensor. In the case of a power source that includes a DC bus, another parameter that may be monitored is DC link voltage.

[0028] Each of the parameters and conditions described herein may have an associated acceptable range. It is to be appreciated that the various ranges described herein may be based on various factors, including the configuration of the locomotive itself, the intended route of the locomotive, distance to the next terminal and / or service station, and aspects of the environment such as weather. The acceptable ranges described herein may be manually adjusted via user input, may be predetermined, and / or may be calculated by the computer based on information the computer is monitoring via its sensors and possibly further based on additional data that may be collected automatically, e.g., including weather forecasts.

[0029] If a particular parameter or condition being monitored becomes false or is detected to be outside of the applicable acceptable range, the computer of the locomotive may cause the locomotive leave the idle mode and / or communicate an alert or other information to the operator and / or other interested parties, such as a main office of the locomotive's operator. The alert may be communicated via the user interface and / or to a remote device, such as a mobile telephone, e.g., via SMS.

[0030] For example, if the throttle condition becomes false, that may indicate the throttle has been manually adjusted by the operator. Accordingly, the computer may be configured to cause thelocomotive to leave the idle mode as it is no longer idle. While the throttle condition is used as an example, it is to be appreciated that various other conditions and / or operator interventions may cause the locomotive to leave the unattended mode, and such conditions and / or interventions may be monitored and used in a similar manner as the throttle condition. For example, such conditions and / or interventions may include one or more of: placing the locomotive in "run"; toggling a generator field switch of the locomotive; and / or providing the computer with an operator override command as a user input.

[0031] In another example, if the immobile condition becomes false, an alert may be communicated to the operator to ensure the operator is aware that the locomotive is no longer immobile, which could indicate a critical failure of the brake of the locomotive and require immediate operator intervention.Clauses

[0032] Clause 1. A system for placing a locomotive in an idle mode, comprising: a power source; monitoring, via a computer, a plurality of conditions, including a throttle condition, being true if the throttle is set to idle and false otherwise; and an immobile condition, being true if the locomotive is immobile and false otherwise; placing the locomotive in the idle mode if each of the plurality of conditions is true; and leaving the idle mode if any of the plurality of conditions becomes false.

[0033] Clause 2. The system of any one or more of clauses 1-8, wherein, while in the idle mode, the system further comprises: deactivating at least a portion of the power source; a pump configured to flow a coolant near the power source; and a temperature control unit, in communication with and directed by the computer, configured to monitor and regulate a temperature of the coolant.

[0034] Clause 3. The system of any one or more of clauses 1-8, wherein deactivating at least a portion of the power source is directed by the computer based on the temperature of the coolant being above a maximum acceptable temperature.

[0035] Clause 4. The system of any one or more of clauses 1-8, wherein: the power source includes a fuel cell and a battery; and deactivating at least a portion of the power source includes deactivating the fuel cell, directed by the computer, based on a state of charge of the battery.

[0036] Clause 5. The system of any one or more of clauses 1-8, further comprising reactivating the power source.

[0037] Clause 6. The system of any one or more of clauses 1-8, wherein, while in the idle mode, pressure in a compressor of the locomotive may be maintained within a desired range of pressures.

[0038] Clause 7. The system of any one or more of clauses 1-8, further comprising: presenting a list of requirements to an operator via a user interface coupled to the computer; and receiving confirmation, from the operator via the user interface, that each of the requirements has been met, the requirements being conditions of the plurality of conditions.

[0039] Clause 8. A locomotive configured to be placed in an unattended mode, comprising: a computer, including a user interface for communicating information to a user and receiving inputs from the user; a temperature control unit, controlled by the computer, configured to maintain a coolant above a minimum unattended temperature threshold; a temperature sensor, configured to monitor the temperature of the coolant; and a pump configured to circulate the coolant near a power source of the locomotive.Interpretation

[0040] References in the specification to "one embodiment", "an embodiment", etc., indicate that the embodiment described may include a particular aspect, feature, structure, or characteristic, but not every embodiment necessarily includes that aspect, feature, structure, or characteristic. Moreover, such phrases may, but do not necessarily, refer to the same embodiment referred to in other portions of the specification. Further, when a particular aspect, feature, structure, or characteristic is described in connection with an embodiment, it is within the knowledge of one skilled in the art to affect or connect such module, aspect, feature, structure, or characteristic with other embodiments, whether or not explicitly described. In other words, any module, element or feature may be combined with any other element or feature in different embodiments, unless there is an obvious or inherent incompatibility, or it is specifically excluded.

[0041] It is further noted that the claims may be drafted to exclude any optional element or step. As such, this statement is intended to serve as antecedent basis for the use of exclusive terminology, such as "solely," "only," and the like, in connection with the recitation of claim elements or use of a "negative" limitation. The terms "preferably," "preferred," "prefer," "optionally," "may," andsimilar terms are used to indicate that an item, condition or step being referred to is an optional (not required) feature of the invention.

[0042] The singular forms "a," "an," and "the" include the plural reference unless the context clearly dictates otherwise. The term "and / or" means any one of the items, any combination of the items, or all of the items with which this term is associated. The phrase "one or more" is readily understood by one of skill in the art, particularly when read in context of its usage.

[0043] The term "about" can refer to a variation of ± 5%, ± 10%, ± 20%, or ± 25% of the value specified. For example, "about 50" percent can in some embodiments carry a variation from 45 to 55 percent. For integer ranges, the term "about" can include one or two integers greater than and / or less than a recited integer at each end of the range. Unless indicated otherwise herein, the term "about" is intended to include values and ranges proximate to the recited range that are equivalent in terms of the functionality of the composition, or the embodiment.

[0044] As will be understood by one skilled in the art, for any and all purposes, particularly in terms of providing a written description, all ranges recited herein also encompass any and all possible sub-ranges and combinations of sub-ranges thereof, as well as the individual values making up the range, particularly integer values. A recited range includes each specific value, integer, decimal, or identity within the range. Any listed range can be easily recognized as sufficiently describing and enabling the same range being broken down into at least equal halves, thirds, quarters, fifths, or tenths. As a non-limiting example, each range discussed herein can be readily broken down into a lower third, middle third and upper third, etc.

[0045] As will also be understood by one skilled in the art, all language such as "up to", "at least", "greater than", "less than", "more than", "or more", and the like, include the number recited and such terms refer to ranges that can be subsequently broken down into sub-ranges as discussed above. In the same manner, all ratios recited herein also include all sub-ratios falling within the broader ratio.

[0046] The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to those embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein, but is to beaccorded the full scope consistent with the claims. All structural and functional equivalents to the elements of the various embodiments described throughout the disclosure that are known or later come to be known to those of ordinary skill in the art are intended to be encompassed by the elements of the claims. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the claims. No claim element is to be construed under the provisions of 35 USC 112, sixth paragraph, unless the element is expressly recited using the phrase "means for" or "step for".

Claims

CLAIMS1. A system for placing a locomotive in an idle mode, comprising: a power source; monitoring, via a computer, a plurality of conditions, including a throttle condition, being true if the throttle is set to idle and false otherwise; and an immobile condition, being true if the locomotive is immobile and false otherwise; placing the locomotive in the idle mode if each of the plurality of conditions is true; and leaving the idle mode if any of the plurality of conditions becomes false.

2. The system of claim 1, wherein, while in the idle mode, the system further comprises: deactivating at least a portion of the power source; a pump configured to flow a coolant near the power source; and a temperature control unit, in communication with and directed by the computer, configured to monitor and regulate a temperature of the coolant.

3. The system of claim 2, wherein deactivating at least a portion of the power source is directed by the computer based on the temperature of the coolant being above a maximum acceptable temperature.

4. The system of claim 2, wherein: the power source includes a fuel cell and a battery; and deactivating at least a portion of the power source includes deactivating the fuel cell, directed by the computer, based on a state of charge of the battery.

5. The system of claim 2, further comprising reactivating the power source.

6. The system of claim 1, wherein, while in the idle mode, pressure in a compressor of the locomotive may be maintained within a desired range of pressures.

7. The system of claim 1, further comprising: presenting a list of requirements to an operator via a user interface coupled to the computer; and receiving confirmation, from the operator via the user interface, that each of the requirements has been met, the requirements being conditions of the plurality of conditions.

8. A locomotive configured to be placed in an unattended mode, comprising: a computer, including a user interface for communicating information to a user and receiving inputs from the user; a temperature control unit, controlled by the computer, configured to maintain a coolant above a minimum unattended temperature threshold; a temperature sensor, configured to monitor the temperature of the coolant; and a pump configured to circulate the coolant near a power source of the locomotive.

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