Locomotive Fuel Rail Cross-Connection Redundancy
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Solution Overview
Problem
Existing common rail fuel systems for multi-bank, multi-cylinder diesel locomotive engines are vulnerable to failure, which can disable half of the engine's cylinders and prevent the locomotive from generating enough motive force to move on inclined tracks, as they lack redundancy in fuel supply.
Innovation Solution
A fuel injection apparatus with a fluid cross connection between two common rails and multiple high-pressure pumps, allowing continued operation of all cylinders even if one pump fails, along with a modified camshaft design to optimize torque distribution and reduce manufacturing costs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single high-pressure fuel pump is used per common rail system, then the device complexity is reduced, but the reliability deteriorates because the locomotive cannot operate on inclined tracks if the pump fails
Solution Approach 1:
The patent merges the fuel supply systems of both cylinder banks by connecting the left and right common rails through a cross-connection. This allows the high-pressure fuel pumps from one bank to supply fuel to both rails, creating a redundant system where one pump can maintain fuel supply to all cylinders even if another pump fails, thus ensuring continuous operation capability
2Reliability
If multiple high-pressure fuel pumps are installed with cross-connection between rails, then the reliability is improved for continued operation, but the device complexity increases
Solution Approach 1:
The high-pressure fuel pumps are designed with multi-functionality where pumps from either bank can supply fuel to both common rails through the cross-connection. This universal capability allows any operational pump to maintain fuel supply to all cylinders, providing redundancy without requiring dedicated pumps for each rail, thus managing complexity while ensuring reliability
3Manufacturing precision
If camshaft sections without fuel lobes are positioned between the gear driven end and fuel lobe sections, then the manufacturing precision is improved, but the strength deteriorates due to increased torque transmission through longer non-fuel lobe sections
Solution Approach 1:
The camshaft is designed with local quality variations where sections requiring high strength (those transmitting fuel pump torque) have larger diameters and are positioned strategically, while sections without fuel lobes have smaller diameters. The design ensures that non-fuel lobe sections do not intervene between the gear-driven end and fuel lobe sections, concentrating torque transmission paths in stronger sections while maintaining manufacturing precision through standardized section interfaces
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Ensures continued full power operation or reduced power level with one high-pressure pump inoperative, maintaining engine functionality and reducing the risk of locomotive immobilization due to fuel supply failures.
Implementation Method 1
a plurality of high pressure fuel pumps receiving low pressure fuel from the low pressure fuel supply and providing high pressure fuel to at least one of the left bank common rail and the right bank common rail
Implementation Method 2
a fluid cross connection for conveyance of fuel between the left bank common rail and the right bank common rail
Data Source
Figure 1
Figure 2
AI summary
A common rail fuel injection apparatus (1) for a multi-bank, diesel locomotive engine (10). A common rail (20, 22) is disposed proximate each bank (20, 22) of cylinders (12) of the engine to provide high pressure fuel (30) to a fuel flow control apparatus (14) associated with each respective cylinder. A plurality of high-pressure fuel pumps (34) provides high-pressure fuel to at least one of the common rails. A fluid cross connection (38) is provided to convey high pressure fuel between the two common rails, thereby providing for the continued delivery of fuel to all cylinders in the event of a failure of one of the high pressure pumps. The high-pressure pumps are motivated by fuel lobes (64) located on camshaft sections (50a, 50b, 50c) adjoined at a gear driven end 58 of the camshaft (50). Camshaft sections (50d, 50e, 50f) adjoined at an idler end (60) of the camshaft carry lower torque loads than those sections having fuel lobes and may be formed from a lower strength material or may have a smaller shaft diameter.