System and method for starting an engine of a locomotive

Abstract

System and method for starting an engine of a locomotive are provided. An energy storage device and an engine controller operatively connected to the engine and the energy storage device are provided. The energy storage device is positioned in parallel with a battery system of the locomotive for providing power to accelerate an engine crankshaft for starting the engine. The engine controller enables the energy storage device to supply power for accelerating the engine crankshaft in response to an engine start signal. The engine controller identifies an engine cylinder, from a plurality of engine cylinders within the engine, to receive fuel injection, upon receiving the engine start signal. The engine cylinder is identified based on one or more engine parameters recorded at a preceding engine shutdown event. The engine controller then injects fuel into the identified engine cylinder before the engine crankshaft completes a crankshaft cycle.

Description

SYSTEM AND METHOD FOR STARTING AN ENGINE OF A LOCOMOTIVECROSS-REFERENCE TO RELATED APPLICATION(S)

[0001] This application claims priority to United States Provisional Patent Application No. 63 / 712,606 filed on October 28, 2024, the contents of which are incorporated herein by reference in their entirety.TECHNICAL FIELD

[0002] The present disclosure generally relates to engines of heavy-duty vehicles, such as locomotives and more particularly, relates to a system and method for rapidly starting engine of such heavy-duty vehicles.BACKGROUND

[0003] Most locomotives use large batteries, typically lead acid, to power an electric motor(s), typically called a starter motor, that turns over the engine for starting. The starter motor may be a dedicated device for cranking or could be the main generator or traction alternator. Since the introduction of automated engine start and stop systems, and the proliferation of computer loads on the batteries, starting the engine reliably has become an industry-wide problem. This is because engine start events have increased by ~2000%, battery cycling has increased by ~200%, and batteries often dwell in a partial state-of- charge. Lead acid batteries are simply not a good fit for these demands and end-of-life can happen in as little as 18 months, which is a fraction of expected service life for such batteries.

[0004] One method of addressing this issue is to place a large capacitor (30 to 50 farads) in parallel with the battery to assist with cranking. Although this is an effective way to reduce failed start attempts, the battery is still required to provide most of the cranking energy. There are capacitor-only starting systems; however, the capacity of the capacitor must be very high, +400 farads, to provide the cranking duration needed, typically 5 to 9 seconds. A capacitor of this size requires a very large and heavy assembly making installation difficult if a location is even available.

[0005] Therefore, there is a need for a system for starting engine of locomotives that eliminates the dependency on conventional lead acid batteries for engine starting events, and at the same time, is compact, reliable, efficient, and cost effective.1CPST Doc: 1393-0331-3689.1SUMMARY

[0006] In one aspect, a system for starting an engine of a locomotive is provided. The system includes an energy storage device and an engine controller operatively connected to the engine and the energy storage device. The energy storage device is positioned in parallel with a battery system of the locomotive and is configured to provide power for accelerating an engine crankshaft for starting the engine. The engine controller is configured to enable the energy storage device alone or in combination with the battery system to supply power for accelerating the engine crankshaft in response to an engine start signal. The engine controller identifies an engine cylinder, from a plurality of engine cylinders within the engine, to receive fuel injection for starting the engine, upon receiving the engine start signal. The engine cylinder is identified based on one or more engine parameters recorded at a preceding engine shutdown event. Further, the engine controller is configured to inject fuel into the identified engine cylinder before the engine crankshaft completes a crankshaft cycle.

[0007] In another aspect, a method for starting an engine of a locomotive is provided. The method includes providing an energy storage device positioned in parallel with a battery system of the locomotive for providing power to accelerate an engine crankshaft for starting the engine. Further, the energy storage device is enabled, by an engine controller, to supply power for accelerating the engine crankshaft in response to receiving an engine start signal. The method further includes identifying, by the engine controller, an engine cylinder, from a plurality of engine cylinders within the engine, to receive fuel injection upon receiving the engine start signal. The engine cylinder is identified based on one or more engine parameters recorded at a preceding engine shutdown event. Furthermore, the method includes injecting, by the engine controller, fuel into the identified engine cylinder before the engine crankshaft completes a crankshaft cycle.

[0008] In a yet another aspect, a non-transitory computer readable medium for performing the method of starting the engine of the locomotive is provided.

[0009] In one implementation, the energy storage device is a supercapacitor.

[0010] In one implementation, the supercapacitor has an energy storage capacity in the range of 90 to 250 Farads.

[0011] In one implementation, the energy storage device is connected to an engine cranking circuit via a contactor switch. The cranking circuit is configured to rotate the engine crankshaft upon receiving power from the energy storage device.2CPST Doc: 1393-0331-3689.1

[0012] In one implementation, the engine controller is configured to move the contactor switch to an ON position to enable the energy storage device to supply power for accelerating the engine crankshaft in response to the engine start signal.

[0013] In one implementation, the energy storage device is charged by a direct current (DC) / DC charge converter configured to adjust an input voltage from a source terminal to a predefined output voltage setpoint associated with the energy storage device.

[0014] In one implementation, the one or more engine parameters include crankshaft position information indicative of a rotational position and speed of the crankshaft.

[0015] In one implementation, the engine includes one or more camshafts to control fuel injection into each of the plurality of cylinders. The one or more engine parameters include camshaft position information indicative of the rotational position and speed of each of the one or more camshafts associated with each of the plurality of cylinders within the engine.

[0016] In one implementation, the energy storage device is connected to the battery system and one or more electrical circuits of the locomotive via one or more knife switches. The energy storage device is configured to disable operations when the one or more knife switches are in ON position.

[0017] In one implementation, the energy storage device is configured to accelerate the crankshaft to reach a peak followed by a ramp down of speed before completion of the crankshaft cycle. The engine controller is configured to monitor acceleration of the crankshaft and inject fuel into the identified cylinder when the crankshaft rotation is detected to be close to the peak.

[0018] In one implementation, a crankshaft cycle corresponds to two complete crankshaft rotations.BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Embodiments will now be described with reference to the appended drawings wherein:

[0020] FIG. 1 illustrates a block diagram of an example locomotive implementing an example system for starting an engine of the locomotive, in accordance with embodiments of the present disclosure.

[0021] FIG. 2 illustrates a cross-section of an example cylinder assembly within the engine of the locomotive.3CPST Doc: 1393-0331-3689.1

[0022] FIG. 3 illustrates an example schematic of the locomotive and the system for starting the engine, according to embodiments of the present disclosure.

[0023] FIG. 4 illustrates an example chart showing engine rotations per minute vs. time achieved with only a supercapacitor of the system for starting the engine of the locomotive according to the embodiments of the present disclosure.

[0024] FIG. 5 illustrates an example block diagram of an engine controller associated with the system for starting the engine of the locomotive, according to embodiments of the present disclosure.

[0025] FIG. 6 illustrates a flowchart of an example method for starting the engine of the locomotive, according to embodiments of the present disclosure.DETAILED DESCRIPTION

[0026] Specific examples of the present systems and methods are described below with reference to the drawings. Details are provided for the purpose of illustration, and the methods and systems can be practiced without some, or all of the features discussed herein. For clarity, technical materials that are known in the fields relevant to the present methods and systems are not discussed in detail.

[0027] The present disclosure relates to a system and method for providing rapid starting of an engine of a heavy-duty vehicle without requiring power from the main on-board battery system of the vehicle. To this end, FIG. 1 illustrates a simplified block diagram of an example heavy duty vehicle, such as a locomotive 100 configured to run on track(s) 101. In an example implementation, the locomotive 100 is embodied as a hybrid diesel electric vehicle operating a diesel engine 102 located within an engine housing (not shown). The engine 102 may consume or utilize various fuels and oils, such as diesel fuel and lubricating oil to generate power used by the various components and subsystems of the locomotive 100. Although the present disclosure is provided for a diesel engine of a locomotive, the concepts described herein can be applied in a variety of engine types and engine driven systems, including but not limited to, mining equipment, transportation vehicles, off-highway vehicles, and the like.

[0028] The engine 102 can be embodied as a multi-cylinder internal combustion engine, such as a two-stroke or four-stroke diesel engine or, in some other example implementations, gasoline engine. In some additional or alternative examples, the engine 102 may be implemented as a turbocharging or supercharging engine. In an embodiment, the engine 102 includes a plurality of cylinder assemblies, such as eight-cylinder assemblies, one example of which is shown in FIG. 2 as a cylinder assembly 200. The cylinder4CPST Doc: 1393-0331-3689.1assembly 200 includes an engine block 202, at least partially defining a cylinder 204 closed by a cylinder head 206 secured to the engine block 202. The cylinder head 206 includes one or more intake ports 208 (only one shown) for receiving fuel and / or air-fuel mixture via intake conduits (not shown) and one or more exhaust ports 210 (only one shown) for releasing exhaust via an exhaust manifold (not shown). The intake port 208 is opened and closed by an intake valve 222 that is mounted in the cylinder head 206 and actuated by a camshaft 224 with a cam lobe 226. Similarly, the exhaust port 210 is controlled by a respective exhaust valve 228, a camshaft 230 and a cam lobe 232. The intake valve 222 controls the flow of fuel or air-fuel mixture (in case of a gasoline engine) into a combustion chamber 220. Similarly, the exhaust valve 228 permits the flow of combustion products and other resulting gases out from the combustion chamber 220.

[0029] The cylinder assembly 200 further includes a piston 212 which moves in reciprocal up and down motion within the cylinder 204 during operation of the engine 102. For example, during the intake stroke and / or power stroke of the engine 102, the piston 212 moves downwardly, as shown in FIG. 2, thereby causing a connecting rod 214 to urge a crankshaft 216 to rotate in the direction shown, for example, by arrow 218. Subsequently, as the crankshaft 216 continues to rotate, for example, in the exhaust stroke and compression stroke, it urges the connecting rod 214 and the piston 212 upwards to return the piston 212 to the uppermost position (not shown). The piston 212, the cylinder 204, and the cylinder head 206 cooperate to define the combustion chamber 220 of the cylinder assembly 200. The continuous rotation of the crankshaft 216 is transferred to an alternator and / or generator (not shown) for generating the electrical power, which is then used for powering the various components of the locomotive 100.

[0030] Referring back to FIG. 1 , in an example, the locomotive 100 includes a locomotive propulsion system 104 that encompasses the various subsystems and components that contribute to the operation, control, and movement of the locomotive 100. For example, the locomotive propulsion system 104 can include a power system 106, a drive system 108, a transmission system 110, braking system 112, a fuel system 114, cooling system 116, exhaust system 118, and one or more auxiliary systems 120. The locomotive propulsion system 104 is generally controlled by and operatively connected to a centralized locomotive control system 122.

[0031] The power system 106 may generally include one or more battery systems, such as a battery system 107, charging systems, and a number of electrical systems to power the various subsystems on the locomotive 100. The battery system 107 can be configured as a primary battery system to provide power to the various locomotive subsystems, ensuring that5CPST Doc: 1393-0331-3689.1the locomotive 100 operates safely and efficiently even when the main engine 102 is not running. In an example implementation, the battery system 107 includes one or more batteries, for example, two 32V lead-acid batteries connected in series to achieve the desired voltage and capacity. The battery system 107 may further include one or more battery chargers that may be connected to the locomotive’s alternator or an external power source and a battery management system (not shown) to monitor the state of charge (SOC), state of health (SOH) and overall performance of the batteries. Further, the power system 106 may also include control relays, switches, fuses and circuit breakers, and auxiliary power inverter / converter.

[0032] The drive system 108 may include a prime mover, such as the engine 102, alternator(s) / generator(s), traction motors, and one or more drive shafts that convert the fuel energy into mechanical movement. Similarly, the transmission system 110 can include mechanical and / or electrical components or systems, such as gearboxes, couplings, drive shafts, and the like, that transfer power from the engine 102 to a set of wheels 124 of the locomotive 100. The braking system 112 can cooperate to ensure safe stopping and / or speed control of the locomotive 100 and can include components such as air brakes, dynamic brakes, or other braking mechanisms to control the wheels 124 and achieve the braking functionality. Further, the fuel system 114 may include fuel tanks, fuel injection systems and related components that store and deliver fuel to the engine 102. The cooling system 116 can include radiators, fans, coolant circuits and the like, whereas the exhaust system 118 can include exhaust pipes, mufflers, emission control systems, and the like. Furthermore, the auxiliary systems 120 aboard the locomotive 100 can include for example, lighting systems, heating, ventilation, and air conditioning systems (HVACs), communication systems, and the like, that support the operation of the locomotive 100. These systems are well known in the art and are thus not discussed herein greater detail.

[0033] Further, the locomotive propulsion system 104 is controlled by the locomotive control system 122 (hereinafter the control system 122) operatively connected to the various systems and components of the locomotive 100 and configured to control the various operations of the locomotive 100 ensuring safe, reliable, and efficient operation. The operating controls and electronic components, such as input / out controls 127 associated with the locomotive control system 122 may be housed within an operator cabin 126 that allow an operator to operate the locomotive 100. The control system 122 may be a centralized computer that includes computer readable storage media including code for enabling an on-board or, in some alternative implementations, remote monitoring and control of the locomotive 100 operation. The control system 122, overseeing the locomotive control6CPST Doc: 1393-0331-3689.1and management, may be configured to receive signals from a variety of sources in order to estimate locomotive operating parameters. The control system 122 may be further linked to an output device, such as a display device (not shown) to provide a user interface, through which the operator can provide inputs and receive outputs related to the operation of the locomotive 100. In one embodiment, the control system 122 may be configured to operate with an automatic engine start / stop (AESS) control system, thereby enabling the locomotive engine 102 to be automatically started upon fulfillment of AESS criteria as managed by an AESS control routine.

[0034] In an example implementation, the locomotive control system 122 includes an engine controller 128 embodied as an Engine Management Controller (EMC), hereinafter referred to as the engine controller 128. The engine controller 128 is implemented as a centralized controller or computer that is configured to control the various aspects of the engine’s operation, for example, fuel injection control, engine starting, and the like, and to monitor and adjust engine operational parameters by performing engine diagnostics, thereby ensuring efficient and reliable engine operation.

[0035] Further, the locomotive 100 includes an engine starting system 130 for starting the engine 102 following a preceding engine shutdown event. Although the engine starting system 130 is shown separately from the engine controller 128, in some examples, they can be implemented as a single unit, and in some examples, the engine controller 128 may form a part of the entire engine starting system 130. For example, for starting the engine 102, the engine controller 128 may receive an engine start signal when an operator turns on an ignition switch 132 positioned inside the operator cabin 126. The engine controller 106, upon receiving such a signal, sends a control signal to the engine starting system 130 to provide power to a starter motor (not shown) that is connected to the crankshaft, e.g., the crankshaft 216 and configured to initiate and accelerate crankshaft rotation (also referred to as cranking of the engine 102), thereby starting the engine 102. Conventionally known engine starting systems utilize the onboard battery system for providing power for starting the engine.However, with the increasing application of automated engine start / stop systems, loads on the batteries have significantly increased, thereby resulting in decreased service life of such batteries. To address this problem, according to an embodiment of the present disclosure, the engine starting system 130 includes an auxiliary or supplemental energy storage device 134, separate from the primary battery system 107, to provide power for rapid cranking of the engine 102 without requiring the battery system 107 to power the engine starting routine. Further details of the engine starting system 130 and its operations are described in the following description with reference to FIGS. 3 through 6.7CPST Doc: 1393-0331-3689.1

[0036] FIG. 3 illustrates an example schematic of the locomotive 100 including the engine starting system 128 that is configured to provide power for cranking the engine 102. In an embodiment of the present disclosure, the engine starting system 128 includes the auxiliary energy storage device 134 that is placed or connected in parallel to the primary battery system 107 of the locomotive 100. The auxiliary energy storage device 134 can be retrofitted onto the locomotive 100, in some examples. In an embodiment, the auxiliary energy storage device 134 is implemented as a medium sized supercapacitor or ultracapacitor having an energy storage capacity in the range of 90 to 250 Farads (F). As will be appreciated, the capacity range of the supercapacitor 134 described herein is only an example and it may be varied to achieve similar results without deviating from the scope of the claimed subject matter. The energy storage device 134, hereinafter referred to as the supercapacitor 134, is placed within an enclosure 136 that additionally houses one or more supercapacitor controls (not shown) and a DC / DC charge converter 138.

[0037] The supercapacitor 134 is configured to provide a rapid burst of energy to cause rapid crankshaft acceleration, for example, to between 80 and 120 rotations per minute (RPM) peak. Rather than providing sustained cranking speed to the engine crankshaft 216, the supercapacitor 134 acts as a primary power source, instead of the battery system 107, to provide 100% of the energy required to crank or accelerate the crankshaft 216 of the engine 102. The supercapacitor 134 provides a high angular acceleration for the crankshaft 216 followed by a slow ramp down of speed, to start the engine 102. For example, FIG. 4 shows an example chart illustrating how the engine crankshaft RPM changes or is accelerated with the use of the supercapacitor 134. The blue line represents the actual measured engine RPM vs. time, whereas the red line represents the polynomial representation of the blue line. The polynomial representation is obtained by a mathematical model that approximates or predicts the engine’s RPM behavior using a polynomial equation, where the polynomial is a function of one or more variables, such as time, throttle input, etc. As shown in FIG. 4, by using the supercapacitor 134, the engine RPM reaches its peak in less than 2 seconds. The primary objective of the high angular acceleration of the crankshaft 216 is to provide rapid compression of the air-fuel mixture within the cylinder 204 for spontaneous combustion very early in the crank cycle. In one embodiment, the rapid compression is achieved before the crankshaft 216 completes a crankshaft cycle, i.e., two complete rotations or 720 degrees of rotations.

[0038] The supercapacitor 134 is charged by the DC / DC charge converter 138. The DC / DC charge converter 138 is a device that converts one level of direct current (DC) voltage to another. The DC / DC charge converter 138 may either step up (boost) or step8CPST Doc: 1393-0331-3689.1down (buck) the input voltage from a source terminal to a desired output voltage, for example, as required by the supercapacitor 134. In some example implementations, the DC / DC charge converter 138 may be integrated to an auxiliary power system such as a terminal voltage of 68VDC to 78VDC and may be configured to boost or buck the source voltage to a predefined output voltage setpoint of the supercapacitor 134. Further, the supercapacitor 134 is available for cranking when the supercapacitor’s terminal voltage reaches the predefined output voltage in the range of 68VDC to 74VDC. Prior to this, the supercapacitor 134 may be configured to send an AESS suspend signal to the engine controller 128, for example, to prevent engine starting attempt. In cases where the engine 102 failed to start, the supercapacitor 134 is charged off the primary battery system 107 of the locomotive 100.

[0039] The supercapacitor 134 is connected to an engine cranking circuit 140 via a contactor switch, such as a crank contactor 142, which when enabled or moved to an “ON” position, electrically connects the supercapacitor 134 to the cranking circuit 140. The engine cranking circuit 140 may already be present onboard the locomotive 100 and may include components that provide the energy from the supercapacitor 134 to turn the engine 102 over for starting. For example, the cranking circuit 140 includes a starter motor (not shown) that engages with the engine’s flywheel (not shown) by means of a gear, such as a pinion gear. The flywheel is in turn connected to the engine crankshaft 216 and turns the crankshaft 216 when actuated by the starter motor. The crank contactor 142 may include a starter relay or solenoid that receives a signal from the engine controller 128 and closes the circuit between the supercapacitor 134 and the starter motor within the cranking circuit 140, thereby allowing current to flow therebetween. In some example implementations, the main generator or alternator is repurposed as the starting motor with a direct connection to the engine 102 for cranking operations.

[0040] In operation, as the engine controller 128 receives the engine start command from the ignition switch 132, it sends a signal to the crank contactor 142 to close the electrical circuit (i.e., move to the ON position) between the supercapacitor 134 and the starter motor within the cranking circuit 140, thereby allowing large current to flow from the supercapacitor 134 to the starter motor. The starter motor upon receiving the current starts to spin and in turn rotates the engine flywheel, which in turn begins to rotate the crankshaft 216. This rotation of the crankshaft 216 allows the engine 102 to draw in fuel to begin the combustion process, thereby starting the engine 102 and causing it to run on its own power. As the engine 102 starts running, the starter motor disengages from the flywheel. As explained above, the high energy from the supercapacitor 134 causes high angular9CPST Doc: 1393-0331-3689.1acceleration of the crankshaft 216 to a peak of 80-120 rotations per minute and then gradually ramps down the speed as the engine 102 starts. The supercapacitor 134 is, therefore, able to provide reliable and rapid starting of the engine 102, in about 2 seconds or less.

[0041] Further, in some example implementations, the supercapacitor 134 may also be connected to the primary battery system 107 and the other circuits, such as those of the locomotive propulsion system 104, via one or more circuit breakers 144 (shown as 144-1 , 144-2) and one or more knife switches 146 (shown as 146-1 , 146-2), which allow the supercapacitor 134 to disable its operations when required. The knife switches 146 also allow the battery system 107 to connect and disconnect from other electrical circuits of the locomotive 100, such as during the engine start up, to allow the supercapacitor 134 to provide the initial cranking energy. For instance, the battery system 107 may disable its operations when the knife switches 146 are in the closed or “off’ position to allow the supercapacitor 134 to power the engine cranking. Similarly, the supercapacitor 134 may be configured to monitor the knife switches 146 and disable its output when the knife switches 146 are in an open or “on” position to allow the battery system 107 to provide power to the components and subsystems of the locomotive 100. -As will be appreciated, the knife switches 146 are only examples and any other switches with the ability to control the flow of electricity can also be used to achieve the functionality. In an example implementation, the engine controller 128 may be configured to control the positions of the knife switches 146 based on the monitored operations of the engine 102. The circuit breakers 144 can be configured to provide safety cut-off feature for the supercapacitor 134 in case of overloading or short circuiting detected in the electrical circuits of the supercapacitor 134 and / or the battery system 107. Thus, when the circuit breakers 144 cut-off or disable the supercapacitor 134, the supercapacitor 134 automatically drains itself. The supercapacitor 134 may be restarted by resetting the circuit breakers 144.

[0042] As described above, the primary objective of using the supercapacitor 134 as the energy source for engine cranking is to provide rapid compression of the air for spontaneous combustion very early in the crank cycle, i.e. before the crankshaft 216 completes one crankshaft cycle (or two crankshaft rotations). To achieve this, in an embodiment, the engine controller 128 is configured to timely inject fuel into a specific engine cylinder, from the number of the cylinders of the engine, which is next in the firing order at the time of receiving the engine start signal, to cause the spontaneous combustion before the crankshaft 216 completes a crankshaft cycle. The detailed working of the engine10CPST Doc: 1393-0331-3689.1cylinder 204 in this regard will now be described in the following description, with respect toFIG. 5.

[0043] As shown in FIG. 5, the engine controller 128 includes or is otherwise linked to an input / output unit 502, a memory unit 504, a communication interface 506, and a processor 508. It will be appreciated by those of ordinary skill in the art that FIG. 5 depicts the engine controller 128 in a simplified manner and other implementations can include fewer or additional components and suitably configured logic to support known or conventional operating features that are not described in detail herein.

[0044] The input / output unit 502 enables the engine controller 128 to receive inputs, for example, from one or more engine sensors 510, and provide outputs, for example, in the form of control signals to one or more engine components for operating the engine 102. The input / output unit 502 may also enable the engine controller 128 to receive instructions and provide output to the locomotive control system 122. The input / output unit 502 also enables the engine controller 128 to receive inputs, such as user commands via one or more input devices (e.g., keyboards, touchscreen displays, mouse, etc.), and provide output, such as engine performance reports, to one or more output devices (e.g., display device, graphical user interfaces (GUI) displayed on the device, etc.) provided in the operator cabin 126 to permit the operator of the locomotive to monitor and control engine operations.

[0045] The memory unit 504 can include any of the volatile memory elements (e.g., random access memory (RAM), nonvolatile memory elements (e.g., read-only memory (ROM)), and / or combinations thereof. Further, the memory unit 504 can incorporate electronic, magnetic, optical, and / or other types of storage media, including non-transitory computer readable media. It can be appreciated that the memory unit 504 can have a distributed architecture, where various components are situated remotely from one another, and are accessed by the engine controller 128, and its components, such as the processor 508. The memory unit 504 can include one or more software programs, each of which includes listing of computer executable instructions for implementing logical functions. The software in the memory unit 504 can include a suitable operating system and one or more programming codes for execution by the components, such as the processor 508 of the engine controller 128. The operating system can be configured to control the execution of the programming codes and provide scheduling, input-output control, file and data management, memory management, and communication control, and related services. The programming codes can be configured to implement the various processes, algorithms, methods, techniques, etc. described herein.11CPST Doc: 1393-0331-3689.1

[0046] The components of the engine controller 128 can communicate with one another via the communication interface 506. The communication interface 506 can include, but is not limited to, one or more buses or other wired or wireless connections, as is known in the art. The communication interface 506 can have additional elements, which are omitted for simplicity, such as controllers, buffers (caches), drivers, repeaters, and receivers, among many others, to enable communications. Further, the communication interface 506 can include address, control, and / or data connections to enable appropriate communications among the aforementioned components. The communication interface 506 also enables the engine controller 128 to communicate with the other components of the locomotive 100, such as the locomotive control system 122. In some implementations, the communication interface 506 can include a transceiver configured to transmit and receive data to / from various devices / machines operating during the oil and gas production processes. The transceiver can transmit and receive data / messages in accordance with various communication protocols, such as, TCP / IP, UDP, and 2G, 3G, 4G, 5G or 6G communication protocols. Further, the communication interface 506 can also include, for example, an Ethernet card or adapter or a wireless local area network (WLAN) card or adapter.Additionally, or alternatively, the communication interface 506 can include a radio frequency interface for wide area communications such as Long-Term Evolution (LTE) networks, or any other networks known in the art.

[0047] The processor 508 can be a hardware device for executing software instructions, such as the software instructions stored in the memory unit 504. The processor 508 can include one or more of a custom made or commercially available processor, a central processing unit (CPU), an auxiliary processor among several processors associated with the processor 508, a semiconductor-based microprocessor, or generally any device for executing software instructions. The processor 508 can be implemented using one or more controller technologies, such as Application Specific Integrated Circuit (ASIC), Reduced Instruction Set Computing (RISC) technology, Complex Instruction Set Computing (CISC) technology, and so on. When the engine controller 128 is in operation, the processor 508 can be configured to execute the software stored within the memory unit 504 to generally control and perform the one or more operations of the engine controller 128 pursuant to the software instructions.

[0048] In an embodiment of the present disclosure, the engine controller 128 is configured to enable a precisely timed and metered injection of the fuel (or air-fuel mixture in case of gasoline engines) into the engine cylinder that is next in the firing order at the time of 12CPST Doc: 1393-0331-3689.1engine starting event, as the crankshaft accelerates and reaches its peak profile to generate sufficient compression of air within the cylinder.

[0049] To this end, the engine controller 128 is configured to continuously monitor a number of engine parameters by receiving sensor data from the one or more engine sensors 510 positioned on the engine 102. In an example implementation, the one or more engine sensors 510 include crankshaft position sensors 512 and camshaft position sensors 514 and the one or more engine parameters include crankshaft and camshaft position information. As will be appreciated, the engine sensors 510 may also include temperature sensors, pressure sensors, voltage sensors, fuels sensors, and the like, that may be positioned at various locations on the engine 102 and may be configured to monitor a number of operating parameters associated with the engine 102, which are not described in greater detail here.

[0050] The crankshaft position sensors 512 are positioned on the crankshaft, such as the crankshaft 216, and are configured to continuously monitor the rotational position and speed of the crankshaft 216. The crankshaft position sensors 512 provide real-time information to the engine controller 128 including the precise data regarding the crankshaft’s angle relative to its rotation cycle. The crankshaft position information enables the engine controller 128 to know which pistons are at the top dead center (TDC) and which ones are at the bottom dead centers (BDC), thereby indicating in which cylinder, the air is sufficiently compressed.

[0051] Similarly, the camshaft position sensors 514 are provided on the camshafts, such as the camshafts 224 and 230, and are configured to continuously monitor the rotational position and speed of the respective camshafts. The camshaft position sensors 514 also provide real-time information to the engine controller 128, including the precise data regarding the camshaft’s angle. This information helps the engine controller 128 to detect the respective positions of the intake and exhaust valves for each cylinder in the engine 102.

[0052] Using the crankshaft and camshaft position information, the engine controller 128 is configured to identify which cylinder, among the number of cylinders within the engine 102, is next in the firing order to receive the fuel for combustion. In an embodiment, the engine controller 128 is configured to record these engine parameters when the preceding engine shutdown event occurs. Therefore, when the engine start signal is received, after the preceding engine shutdown, using the crankshaft and the camshaft position information, the engine controller 128 identifies which cylinder is next in the firing order (or is ready to receive fuel injection) and accordingly injects metered fuel in the identified cylinder right when the crankshaft 216 reaches its peak or is close to its peak and the air within the combustion chamber 220 of the identified cylinder is sufficiently compressed.13CPST Doc: 1393-0331-3689.1

[0053] Further, as shown in FIG. 4, by using the supercapacitor 134 as the primary energy source for engine cranking, the crankshaft 216 reaches close to its peak before completing one crankshaft cycle (or 720 degrees rotation), and thus, the engine controller 128 is able to inject fuel into the identified cylinder before the crankshaft completes its cycle, thereby causing rapid engine starting. Without having the crankshaft and camshaft position information, the engine crankshaft must complete one crankshaft cycle or must rotate over 720 degrees before the engine controller can detect the position of these rotating components, and only then the fuel injection (or fuel and ignition in case of gasoline engines) is turned on.

[0054] In operation, the engine controller 128 continuously monitors the engine parameters when the engine 102 is running. When the engine shutdown signal is received, the engine controller 128 records the engine parameters, namely, the crankshaft and camshaft position information. While shutdown, the supercapacitor 134 continues to charge (such as by the DC / DC charge converter).

[0055] When the engine start is initiated, for example, by turning the ignition switch 132 to an “on” position, the engine controller 128 send a control signal to close the crank contactor 142, thereby allowing electricity to flow from the supercapacitor 134 to the engine cranking circuits 140. The engine controller 128, at the same time, detects an angular acceleration of the crankshaft 216 as the cranking circuits 140 begin to rotate the crankshaft 216.

[0056] Further, based on the last recorded crankshaft and camshaft positions, the engine controller 128 also identifies the cylinder, say the cylinder 204, next in the firing order, that is ready to receive fuel. As the engine controller 128 determines that the crankshaft 216 has reached its peak or is close to its peak and that the air within the combustion chamber 220 of the identified cylinder 204 is sufficiently compressed, the engine controller 128 sends an actuation signal to the respective intake valve 222 to open and inject metered fuel into the combustion chamber 220 of the identified cylinder 204.

[0057] The fuel injection continues while the crankshaft 216 continues to rotate, thereby causing combustion of the fuel within the identified cylinder 204 and the engine start is successful. As soon as the engine controller 128 determines the successful engine start, the crank contactor 142 opens, thereby disconnecting the supercapacitor 134 from the cranking circuit 140. Once the engine is started, power from the engine 102 is utilized to power the various systems and subsystems of the locomotive 100. Furthermore, upon disconnecting, the supercapacitor immediately begins to recharge for powering the subsequent engine start operations.14CPST Doc: 1393-0331-3689.1

[0058] Further, in some example alternative scenarios, the supercapacitor 134 may be configured to operate in parallel with the battery system 107 to start the engine 102. For instance, when the battery power is cut from the locomotive, the engine information (i.e., the crankshaft and camshaft position information) may be lost, thereby eliminating the ‘quick start’ functionality. In such scenarios, the engine 102 may be required to start using the traditional cranking process which would require a longer time to find the correct engine timing. However, the supercapacitor 134 may not have the sustained power reliability for such type of engine start operations and thus, may function in parallel with the battery system 107 to start the engine 102.

[0059] The engine starting system 130, including the engine controller 128 and its functionalities described herein and the supercapacitor 134 implemented as a primary energy source for engine cranking, provides a number of advantages over the conventionally known engine starting systems. The system 130 decouples the primary battery system 107 from engine start events, thereby eliminating the number one cause of failed engine start attempts and increasing lives of the on-board batteries. The system 130 allows using a medium sized supercapacitor, which reduces costs and installation complications. Further, supercapacitors are not as susceptible to wear as the conventional batteries, therefore, engine cranking performance is maintained and is reliable for several years of service. Since the supercapacitor 134 provides rapid acceleration of the crankshaft 216, the crankshaft 216 is able to reach close to its peak in a rapid manner, thereby allowing earlier fuel injection into the cylinder and consequently achieving rapid engine starting, such as in about 2 seconds or less. Additionally, the supercapacitors can be charged rapidly. This reduces wait times for locomotive operators and drivers and improves responsiveness of the locomotive 100.Referring now to FIG. 6, an example method 600 for rapidly starting the engine 102 of the locomotive 100 is provided. At step 602, the energy storage device 134 is provided and connected in parallel with the primary battery system 107 of the locomotive 100. In an embodiment, the energy storage device 134 is a medium sized supercapacitor or ultracapacitor having an energy storage capacity in the range of 90 to 250 Farads (F). The supercapacitor 134 is further connected to the engine cranking circuit 140 via the crank contactor 142.

[0060] At step 604, an engine start signal is received, for example, by the engine controller 128 from the ignition switch 132 positioned inside the operator cabin 126. Upon receiving the engine start signal, at step 606, the crank contactor 142 is moved to an ON position by the engine controller 128. The crank contactor 142 electrically connects and allows the supercapacitor 134 to supply energy to the engine cranking circuit 140 for15CPST Doc: 1393-0331-3689.1accelerating the engine crankshaft 216. The engine controller 128, at the same time, detects an angular acceleration of the crankshaft 216 as the cranking circuits 140 begin to rotate the crankshaft 216.

[0061] At step 608, the engine controller 128 is configured to identify a cylinder, among the plurality of cylinders, that is next in the firing order, to receive fuel injection for starting the engine. In an example embodiment, the engine controller 128 uses one or more engine parameters recorded at the time of preceding engine shutdown to determine which cylinder should receive fuel injection when the engine start signal is received. The one or more engine parameters include crankshaft position information and camshaft position information received from the crankshaft position sensors 512 and the camshaft position sensors 514, respectively. The crankshaft position information includes real time data regarding the rotational position and speed of the crankshaft 216 indicating the crankshaft’s precise angle relative to its rotation cycle. The camshaft position information includes real-time data regarding the rotational position and speed of the camshafts, such as the camshafts 224, 230, indicating the angular positions of the camshafts which in turn indicate the positions of the respective intake and exhaust valves.

[0062] At step 610, the engine controller 128 injects a metered quantity of fuel into the combustion chamber 220 of the identified cylinder at step 608. For example, as the engine controller 128 determines that the crankshaft 216 has reached its peak or is close to its peak and that the air within the combustion chamber 220 of the identified cylinder 204 is sufficiently compressed, the engine controller 128, transmits an actuation signal to the respective intake valve 222 to open and inject metered fuel into the combustion chamber 220 of the identified cylinder 204.

[0063] As the crankshaft 216 continues to rotate and the fuel injection continues, the engine successfully starts. As soon as the engine controller 128 determines the successful start of the engine 102, the supercapacitor 134 is disconnected from the cranking circuit 140 and begins to charge, such as via the DC / DC charge converter 138. Once the engine is started, power from the engine 102 is utilized to power the various systems and subsystems of the locomotive 100.

[0064] For simplicity and clarity of illustration, where considered appropriate, reference numerals can be repeated among the figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the examples described herein. However, it will be understood by those of ordinary skill in the art that the examples described herein can be practiced without these specific details. In other instances, well-known methods, procedures, and components have 16CPST Doc: 1393-0331-3689.1not been described in detail so as not to obscure the examples described herein. Also, the description is not to be considered as limiting the scope of the examples described herein.

[0065] It will be appreciated that the examples and corresponding diagrams used herein are for illustrative purposes only. Different configurations and terminology can be used without departing from the principles expressed herein. For instance, components and modules can be added, deleted, modified, or arranged with differing connections without departing from these principles.

[0066] It will also be appreciated that any module or component exemplified herein that executes instructions can include or otherwise have access to computer readable media such as storage media, cloud storage, computer storage media, or data storage devices (removable and / or non-removable) such as, for example, magnetic disks, optical disks, or tape. Computer storage media can include volatile and non-volatile, removable and nonremovable media implemented in any method or technology for storage of information, such as computer readable instructions, data structures, program modules, or other data.Examples of computer storage media include RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by an application, module, or both.

[0067] The steps or operations in the flow charts and diagrams described herein are just for example. There can be many variations to these steps or operations without departing from the principles discussed above. For instance, the steps can be performed in a differing order, or steps can be added, deleted, or modified.

[0068] Although the above principles have been described with reference to certain specific examples, various modifications thereof will be apparent to those skilled in the art as outlined in the appended claims.17CPST Doc: 1393-0331-3689.1

Claims

WE CLAIM:1 . A system for starting an engine of a locomotive, the system comprising: an energy storage device positioned in parallel with a battery system of the locomotive and configured to provide power for accelerating an engine crankshaft for starting the engine; and an engine controller operatively connected to the engine and the energy storage device, the engine controller being configured to: enable the energy storage device to supply power for accelerating the engine crankshaft in response to an engine start signal; identify an engine cylinder, from a plurality of engine cylinders within the engine, to receive fuel injection for starting the engine, upon receiving the engine start signal, the engine cylinder being identified based on one or more engine parameters recorded at a preceding engine shutdown event; and inject fuel into the identified engine cylinder before the engine crankshaft completes a crankshaft cycle.

2. The system of claim 1 , wherein the energy storage device is a supercapacitor.

3. The system of claim 2, wherein the supercapacitor has an energy storage capacity in the range of 90 to 250 Farads.

4. The system of any one of claims 1 to 3, wherein the energy storage device is connected to an engine cranking circuit via a contactor switch, the cranking circuit being configured to rotate the engine crankshaft upon receiving power from the energy storage device.

5. The system of claim 4, wherein the engine controller is configured to move the contactor switch to an ON position to enable the energy storage device to supply power for accelerating the engine crankshaft in response to the engine start signal.

6. The system of any one of claims 1 to 5, wherein the energy storage device is charged by a direct current (DC) / DC charge converter configured to adjust an input voltage from a source terminal to a predefined output voltage setpoint associated with the energy storage device.18CPST Doc: 1393-0331-3689.

17. The system of any one of claims 1 to 6, wherein the one or more engine parameters include crankshaft position information indicative of a rotational position and speed of the crankshaft.

8. The system of any one of claims 1 to 7, wherein the engine includes one or more camshafts to control fuel injection into each of the plurality of cylinders, and wherein the one or more engine parameters include camshaft position information indicative of the rotational position and speed of each of the one or more camshafts associated with each of the plurality of cylinders within the engine.

9. The system of any one of claims 1 to 8, wherein the energy storage device is connected to the battery system and one or more electrical circuits of the locomotive via one or more knife switches, and wherein the energy storage device is configured to disable operations when the one or more knife switches are in ON position.

10. The system of any one of claims 1 to 9, wherein the energy storage device is configured to accelerate the crankshaft to reach a peak followed by a ramp down of speed before completion of the crankshaft cycle, and wherein the engine controller is configured to monitor acceleration of the crankshaft and inject fuel into the identified cylinder when the crankshaft rotation is detected to be close to the peak.11 . The system of any one of claims 1 to 10, wherein the crankshaft cycle corresponds to two complete crankshaft rotations.

12. A method for starting an engine of a locomotive, the method comprising: providing an energy storage device positioned in parallel with a battery system of the locomotive for providing power to accelerate an engine crankshaft for starting the engine; enabling, by an engine controller, the energy storage device to supply power for accelerating the engine crankshaft in response to receiving an engine start signal; identifying, by the engine controller, an engine cylinder, from a plurality of engine cylinders within the engine, to receive fuel injection upon receiving the engine start signal, the engine cylinder being identified based on one or more engine parameters recorded at a preceding engine shutdown event; injecting, by the engine controller, fuel into the identified engine cylinder before the engine crankshaft completes a crankshaft cycle.19CPST Doc: 1393-0331-3689.

113. The method of claim 12, wherein the energy storage device is a supercapacitor having an energy storage capacity in the range of 90 to 250 Farads.

14. The method of claim 12 or claim 13, wherein the energy storage device is connected to an engine cranking circuit via a contactor switch, the cranking circuit being configured to rotate the engine crankshaft upon receiving power from the energy storage device, and wherein the method further comprises moving, by the engine controller, the contactor switch to an ON position to enable the energy storage device to supply power for accelerating the engine crankshaft in response to the engine start signal.

15. The method of any one of claims 12 to 14, wherein the energy storage device is charged by a direct current (DC) / DC charge converter configured to adjust an input voltage from a source terminal to a predefined output voltage setpoint associated with the energy storage device.

16. The method of any one of claims 12 to 15, wherein the one or more engine parameters include crankshaft position information indicative of a rotational position and speed of the crankshaft.

17. The method of any one of claims 12 to 16, wherein the engine includes one or more camshafts to control fuel injection into each of the plurality of cylinders, and wherein the one or more engine parameters include camshaft position information indicative of the rotational position and speed of each of the one or more camshafts associated with each of the plurality of cylinders within the engine.

18. The method of any one of claims 12 to 17, wherein the energy storage device is connected to the battery system and one or more electrical circuits of the locomotive via one or more knife switches, and wherein the method comprises disabling the energy storage device when the one or more knife switches are in ON position.

19. The method of any one of claims 12 to 18, wherein the energy storage device is configured to accelerate the crankshaft to reach a peak followed by a ramp down of speed before completion of the crankshaft cycle, and wherein the engine controller is configured to monitor acceleration of the crankshaft and inject fuel into the identified cylinder when the crankshaft rotation is detected to be close to the peak.20CPST Doc: 1393-0331-3689.

120. A non-transitory computer readable medium storing a machine-executable computer program, which when executed by a processor causes the processor to perform the steps of the method according to any one of claims 12 to 19.21CPST Doc: 1393-0331-3689.1

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