Auxiliary power unit assembly and method of use.

(54) Title: SUBCONJUNCTION OF AUXILIARY ENERGY AND METHOD OF USE. (54) Title: AUXILIARY POWER UNIT ASSEMBLY AND METHOD OF USE.

(57) Summary

A locomotive installation is described that includes an auxiliary power unit and a method of supplying auxiliary power to a locomotive. The locomotive installation includes a locomotive having a power bus, a primary power source electrically coupled to the power bus, and a locomotive controller programmed to control the primary power source and to transmit a first command signal to a unit of power that is electrically coupled to the power bus. The power unit includes an auxiliary motor-generator assembly, a power interface that electrically couples the auxiliary motor-generator assembly to the power bus, and an auxiliary controller electrically coupled to the locomotive controller. The auxiliary controller is programmed to receive the command signal from the locomotive controller indicating the desired amount of power, control the auxiliary engine-generator set to produce at least the desired amount of power, and control the power interface to supply the desired amount of power to the power bus.

(57) Abstract

A locomotive assembly including an auxiliary power unit and a method of providing auxiliary power to a locomotive are disclosed. The locomotive assembly ineludes a locomotive having a power bus, a primary power source electrically coupled to the power bus, and a locomotive controller programmed to control the primary power source and transmit a first command signal to a power unit that is electrically coupled to the power bus. The power unit ineludes an auxiliary enginegenerator set, a power interface electrically coupling the auxiliary engine-generate set to the power bus, and an auxiliary controller electrically coupled to the locomotive controller. The auxiliary controller is programmed to receive the command signal from the locomotive controller indicating a desired amount of power, control the auxiliary engine-generator set to produce at least the desired amount of power, and control the power interface to deliver the desired amount of power to the power bus.

Institute

Mexican Property

Industrial _SE_ «CHITARÍA W ICONÜMÍA

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PATENT TITLE NO. 340207

Owner (s): BRIGHT ENERGY STORAGE TECHNOLOGIES, LLP

Address: 5525 W. 56th Ave. Suite 200, Arvada, Colorado, 80002, USA,

Name: AUXILIARY ENERGY SUB-ASSEMBLY AND METHOD OF USE

Classification: lnt.CI.8: B60L11 / 02; B61C3 / 00; H02P9 / 04

Inventor (s): SCOTT RAYMOND FRAZIER; KEVIN PYKKONEN; KARL GINTER; JEFFREY

ORION PRITCHARD

REQUEST

Number: - International filing date:

MX / a / 2014/011082 March 15, 2013

PRIORITY

Country: Date: Number:

US March 15, 2012 61 / 611,530

Validity: Twenty years

Expiration Date: March 15, 2033

The reference patent is granted on the basis of articles 1, 2, section V, 6, section III, and 59 of the Industrial Property Law.

In accordance with article 23 of the Industrial Property Law, this patent has a non-extendable term of twenty years, counted from the date of filing of the international application and will be subject to. payment of the pana tariff keep the rights in force.

Whoever subscribes to this title does so based on the provisions of articles 8 ° fractions RI and 7 ° bis 2 of the Industrial Property Law (Official Gazette of the Federation (DOF) 06/27/1991, amended on 02 / 36/1994, 25 / 1O / 1B96, 12/26/1997 05/17/1999, 01/26/2004, 06/16/2005; 01/25/2006, 06/05/2009 / 06/01 / 2010, 06/18/2010, 06/28/2010 01/27/2012 and 04/09/2012); Articles f ·, 3rd section V, subsection a), sub subsection ii), 4th and 12th sections I and III of the Regulation of the Mexican Institute of Industrial Property (DQF 12/14/1999, formed on 07/01/2002 , 07/15 / 20C4, 07/28/2004 and 7 / O9 / 2Ó07), articles 1 '3 ° 4 “5 · section V subsection a), sub subsection iii) 16 sections I and III and 30 of the Organic Statute of l-dusTie Mexican Property Institute. (CO · 7 7 /⁴ 7/199 'amended on 10/10/20012, 07/29/2004, 08/04/2004 and 09/13/2007), 1st, 3rd and 5th subsection a) and the third to last paragraph of the Agreement that delegates powers in the Deputy Directors General, Coordinator; -; Divisional Directors, Holders of Regional Otos, Divisional Deputy Directors, 'Coordinators 29Λ772Μ4 ^ / 08 / 20Μν 13/09/200 ^ &amp;^{18 ΡΓ0ρ, β &lt;ί8α} (DOF 12/15/1999. Reformed

Issue Date: June 29, 2016

DIVISIONAL DEPUTY DIRECTOR OF EXAMINATION OF PATENT FUND AREAS

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AUXILIARY ENERGY SUB-ASSEMBLY X METHOD OF USE

CROSS REFERENCE TO RELATED APPLICATION

The present invention is a continuation and claims the priority of US Provisional Patent Application Serial No. 61 / 611,530, filed on March 15, 2012, the disclosure of which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

The embodiments of the invention relate generally to auxiliary power installations and, more particularly, to a method and apparatus for supplying auxiliary power to a locomotive.

Traditional railway locomotives are powered by diesel-electric power sources, where a diesel engine drives a generator to produce electric power. The output power produced by these motor-generator sets is in turn used to power one or more electric traction motors. Traction motors energize the locomotive's drive wheels.

Locomotives, by nature, are self-sufficient in that they generate and use the energy they require. Typically, locomotive boundaries are defined by the equipment and fuel they can carry in the chassis.

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MEXICAN INSTITUTE OF LA MORI INDUSTRIAL AGE of the locomotive. Attempts have been made to extend the limits of the locomotive, for example, by coupling a tank car containing fuel (or water) behind the locomotive to provide it with an extended operating range. However, these procedures are of limited utility and are generally not practiced due to harsh operating conditions that limit the ability to distribute locomotive functions across the disparate chassis as well as technical integration challenges

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fuel, a variety of procedures have been tried to improve the efficiency of locomotive power.

One such procedure is a diesel locomotive with a set of generators (genset), which includes a computer controlled system that drives multiple smaller diesel engines that start and stop as the power requirements of the railway locomotive vary. .

Figure 1 illustrates a schematic of a diesel locomotive with a set of generators 10 exemplary of the prior art including a locomotive controller 12

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which handles multiple motors and ^ pnqnrp ^ and additional inputs. Diesel genset locomotive 10 includes a first engine-generator set 14 and a second engine-generator set 16, both operating in response to locomotive controller 12. Each set of generator engine 14, 16 includes an engine 18, 20 connected to a respective generator 22, 24, which produces electricity for the locomotive traction bus 26 and an auxiliary power bus (not shown). The generators 22, 24 are configured to convert the mechanical energy provided by the motors 18, 20 into an acceptable form for one or more traction motors 28 (DC or AC type) configured to drive the axles attached to the drive wheels 30 of locomotive 10, and to provide DC or AC power to the respective auxiliary power bus. The amount of energy produced by each generator 22, 24 is determined by the engine RPMs and the generator drive control inputs that are received by the generators 22, 24 from the locomotive controller 12.

The computer controlled system for a typical genset diesel locomotive includes an analog electro-mechanical locomotive controller 12 with a regulator control electro-mechanically linked to controller 12. Controller 12 controls the amount of energy generated by the engine assemblies- generator 14, 16 varying speed

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of the motor and generator drive to produce the desired amount of energy on the traction bus 26. In some of these control systems, additional energy sensors (not shown), such as load regulators, are used to monitor the bus 26 and / or one or more traction motors 28 and provide input to controller 12 so that it can more precisely drive motor-generator assemblies 14, 16. Specifically, the control system uses these sensors to feed back the additional regulating control of the amount of energy generated by the generator sets 14, 16.

<td colspan="3">Locomotive 10 includes</td><td>also a</td><td>control</td><td>of</td>

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Locomotive 10 also includes engine sensors 34, 36 electrically coupled to engines 18, 20 and locomotive controller 12. Engine sensors 34, 36 transmit signals 38 to locomotive controller 12 regarding the status and / or operation of each one of the motors 18, 20 (eg, various parameters of the motors 18, 20 such as RPMs, operating power output, temperature, and other motor states or parameters of

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INDUSTRIAL OPERATION). The locomotive controller 12 Lrujmi Control signals 40, including engine RPM settings, generator drive control inputs, etc., to the engine-generator assemblies 14, 16 to control their operation.

In some implementations, motors 18, 20 operate in response to a regulator position input sensor 42 that indicates the position of the regulator controlled by the operator at an operator interface 44. In addition, an operator engine start input 46 may be included where the operator can directly or indirectly instruct locomotive controller 12 (eg, via a keyboard (not shown) located on operator interface 44) with reference to the start of the operation of engines 18, 20 or termination of operation of engines 18, 20.

The second-by-second operation of a locomotive is handled by the locomotive controllers. In general, there are two types of locomotive controllers, traditional controllers that recognize and control a single engine-generator combination installed on the locomotive chassis, and genset controllers, which control a plurality of generator-motor combinations installed on the locomotive chassis. locomotive. These locomotive controllers handle the production of

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MEXICAN INSTITUTE OF INDUSTRIAL RRORIEDAD electricity, the provision of electricity ^ 1 — b^{iig do} was emerging, and the generation of tractive effort by traction motors using the electricity provided. These locomotive controllers also manage fuel use and efficiency, emission production, and other aspects of locomotive operation.

In each of these cases, the locomotive controller handles a static predefined installation of one or more motors / generators that provide power to a bus, which in turn supplies power to the traction motors that drive the locomotive. Some locomotive controllers have been configured to control static installations from different power sources (such as a motor-generator, fuel cell, gas turbine, or batteries). These static installations have failed due to the lack of operating flexibility required for day-to-day operation of locomotives and / or operating limitations (such as locomotive range, power production limitations, and requiring support for multiple fuel sources). In particular, genset-type locomotive controllers have not found utility in drag line applications because they produce less total power than a single large engine. The amount of energy available to traction motors is a key component in the operation that

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characterizes the trailing line locomotives. The use of facilities from different power sources has failed due to cost and operational problems.

Known locomotive controllers also do not take into account the unexpected signals and operational challenges that become apparent when extending locomotive control and power systems between different rail chassis and integrating power from these external sources with the energy produced by the engine (s) / generator (s) in the locomotive chassis. As a result, many locomotive power tender configurations have been attempted and abandoned due to a number of operational, safety, and technical issues.

The operational and safety problems of extended locomotive and power control systems are many and varied. First, locomotive controllers and power tenders can be separated by some distance, particularly in sets where multiple power tenders are used. Each wagon is approximately 100 feet in length, and signal degradation, electromagnetic interference, propagation delays, and related problems are factors when operating a power tender and locomotive together.

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Second, extend the power bus (sometimes

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so-called traction bus) between wagons presents similar problems, not with signal degradation, but with the wiring and switching apparatus used to safely transport high amperage currents (eg, 2000 amps) between the power tender and the locomotive traction bus. Energy losses, in particular voltage losses, arcing, and related problems come into play. Since the mixing of locomotive power is controlled by the voltage of the power supplied, and is characterized by strict control of the voltage provided to the power bus, voltage or current losses between a power tender and the locomotive will cause the locomotive controller

Λ improperly operate the combined locomotive / tender. In some cases, these losses will cause the locomotive to malfunction. High amperage power switching requires special circuitry. Special circuitry is also needed when switching high-amperage power to prevent arcing, contact welding, spikes and drops in voltage and amperage, etc.

Third, locomotives and united energy tenders operate in harsh environments.

These environments include physical and electromagnetic challenges. The physical challenges are many and varied; these include temperatures of

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY widely varying operation, weather, weak electrical connections between the locomotive and tender, etc. The control and sensor data is subject to intense electromagnetic environments (which interrupt the control and sensor data) both outside the array and within the infrastructure. The protection required to mitigate these problems described above is itself susceptible to physical challenges, and they degrade over time. Running a power locomotive / tender in these conditions is challenging.

Fourth, locomotives and their attached power tenders may encounter operational problems, such as connector failure, cable separation, or even chassis separation during normal operation (for example, as that which would cause a coupler failure). Both the locomotive and the attached power tender must operate safely when these conditions occur.

To understand these problems, one must consider both the physical and logical constraints of current locomotive assemblies and the architecture of the locomotive controller.

Over the years the tracks have operated on many locomotive and power tender configurations. Traditionally, locomotive facilities (called ensemble herein) include multiple locomotives,

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linked together using multiple-unit (MU) controls. A set of locomotives is the installation of locomotives, fuel cartridges, and power tenders coupled together to provide driving power to a train. A common installation is the coupling of two or more independent locomotives to each other and operating them as a single unit. This locomotive facility has a separate locomotive controller for each locomotive chassis, and only shares acceleration levels (one input to a locomotive controller), braking levels, and fault indications. These acceleration levels, braking levels, and fault indications are communicated using a combination of electrical and pneumatic connection commonly referred to as a multiple unit (MU).

MU locomotive facilities are the current operating paradigm for most railways today. A feature of MU locomotive facilities is that each locomotive has its own independent power generation, distribution (bus), and traction motors. The MU controls are based on the acceleration and braking instructions from a first locomotive (master or A units) to one or more second locomotives (slaves or B units), where these instructions are interpreted independently and the tractive effort is provides independently for each

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locomotive in the set.

MU locomotives operate independently and do not share motor or power control signals, nor do they allow a first locomotive controller to make requests to a second locomotive controller. Similarly, locomotive controllers operating in MU mode do not share operational data and do not make operational decisions about the operation of a first locomotive controller based on the operating characteristics of the second locomotive controller.

Locomotive controllers can generally be characterized by outputting engine control voltages (eg, RPM and generator drive voltages), receiving input from sensor operating information (eg, actual RPM, some fault information, and in some cases, power bus sensor readings), and then act to adjust motor operation by varying its control voltages. Locomotive controllers drive locomotive engines and provide power mixing by controlling the amount of power and voltage provided by each engine to the common power bus, allowing the power provided to combine on the power bus.

Known locomotive drivers are

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MEXICAN INSTITUTE OF PROPERTY »

INDUSTRIAL manufactures with the basic assumption that the energy sources they control are provided in a fixed installation. If a locomotive controller is unaware of multiple possible power sources (eg, a traditional controller described above), then the use of an external power tender can only be provided on an all or nothing basis, where the power tender directly replaces the engine -generator in the locomotive chassis. Given the complex nature of the locomotive controlled and interlocking capacity of locomotive loads such as traction and blower motors, a locomotive control, its motor-generator, and an external power tender cannot share the generation requirements, with a portion of the energy from the motor-generator, and the rest of the energy coming from an external power tender without the locomotive controller recognizing the power tender and the amount of power it produces. The locomotive controller will recognize the additional energy available on the bus and will recognize either failure, uncontrolled one or more power sources or loads, or even shutting down the locomotive's generator engine. Since other locomotive systems are often attached to the locomotive engine-generated or used proportionally to the amount of energy used by the locomotive loads (eg, blowers, auxiliary power) this results in a

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Specialized locomotive controllers with multiple power sources also have challenges in operating with external power tenders. First, the locomotive controller must be capable of handling the energy mix, simultaneously taking some of the required energy from a first energy source and taking a second part of the required energy from a second energy source. Special controllers 10 choosing between one power source or another have the same operational challenges as traditional locomotive controllers (described above). Also, the special controllers have as an operating restriction that each special power source has a complex coding within its logic and electronics, making changes in the configuration of the power source difficult or impossible.

Genset-type locomotive controllers are characterized by being designed to control multiple motor-generators and by mixing the energy produced by these generators. Genset-type locomotive controllers typically operate in the DC realm, where they adjust power sources to produce different amounts of power at different voltages, while mixing power on a common bus is based on the

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MEXICAN INSTITUTE OF PROPERTY

INDUSTRIAL -! * Voltage differentials between the power bus and various power sources (eg, on-board motor-generators, power tenders). As the voltage on the bus drops below the load, additional energy flows from the power supplies that provide power at voltages close to the power bus voltage. Therefore, adjusted voltage control must be used for proper operation.

Each diesel engine-generator combination is controlled by a set of operating parameters and is controlled by varying the RPM and alternator drive.

Even when the engines are housed on a disparate wagon chassis, a genset locomotive controller expects the power tender to provide a static, well-known source that behaves as if it were present on the locomotive's chassis. Genset locomotive controllers do not take into account the malfunctions described above, which lead to lack of power, low power (power does not flow from the power tender to the locomotive power bus), or even if the power tender it is united as part of the set.

Additionally, genset controllers have built-in guesses regarding power curve and motor settings (eg, RPM, generator drive) that are used to produce specific power / voltages. These

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Operating conjectures are violated by physical limitations induced by the separation of the power tender from the locomotive chassis (as described above), and by logical considerations that power tenders may have different parameters and operating settings (eg, different types of engine, characteristics, fuels). In current configurations, power tenders and locomotive controllers must function as a single, non-variable set due to inherent limitations in locomotive control and the locomotive controller's lack of knowledge about different power tenders and instructions. of each tender of energy and operating characteristics.

Newer locomotive power control systems have evolved from electromechanical controls to digital offering a variety of new power control options that perform the same functions as older electromechanical control systems, as well as add new power management and train control to improve performance and fuel efficiency. However, retrofitting these digital controllers to pre-existing (legacy) locomotives is problematic.

The challenges of cost and technical integration for

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it requires replacement of the entire locomotive control system and many of the locomotive controls, as well as substantial modifications to the locomotive engine, generator, and other electrical components in the locomotive. In addition, these types of changes typically cause a reclassification of the locomotive and require re-certification of safety and emissions from the locomotive power plant. The re-certification process requires engine emissions to be updated to current EPA requirements, which adds additional cost. Combined, these costs are prohibitive.

In response to increases in fuel costs and tightening of emission controls, attempts have been made to provide alternative energy sources for diesel genset locomotives, including replacing fuel and diesel engines with engines powered by hydrogen and natural gas, fuel cells, batteries, and other mechanisms to generate and store energy. While in theory these alternative fuels are capable of producing traction energy for a fraction of the cost of a diesel locomotive engine / generator, the use of these alternative energy sources

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OE L * PROPI F. »A [J industrial poses several challenges for the locomotive industry.

For example, equipping railroad locomotives with alternative fuel technology incurs expensive infrastructure costs and fuel reload times. Gaseous fuels, such as hydrogen and natural gas, provide a limited range, have limited stored energy, have long fuel refill times, and require extensive alternative fuel refueling infrastructures. Although attempts have been made to add alternative energy sources and fuel sources to the locomotive assembly, the energy and fuel sources are provided in heavy track containers that require large container handling cranes on a rail yard to lift containers that they house motors and their alternative energy sources, thus limiting the refueling of alternative fuel locomotives to rail yard locations that support the alternative fuel infrastructure. In addition, an infrastructure based on the track yard, such as large pressurized tank discharges, is needed to refuel a single set of locomotive tanks. These costly track yard infrastructures make the use of these existing technologies unsustainable. Also, many alternative locomotive power procedures add substantial amounts of time to refuel and

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other maintenance functions. For example, the time required to refuel a set of natural gas tanks is measured in hours, while the time required to refuel for a diesel locomotive is about fifteen minutes. In addition, fuel refueling times restrict the use of alternative fuel to patio applications such as commutators where the alternative fuel equipment has sufficient substantial time to refuel.

Nor do existing systems acknowledge that the fundamental cost improvement for available railroad locomotives is based on the cost of fuel relative to the amount of energy produced using that fuel, and that other optimizations are often minor in comparison. These systems also do not recognize that different fuels have different energy content, and that these fuels have different costs depending on the location in which they were obtained. For example, diesel fuel is typically more expensive in California than on the Gulf Coast, and depending on market conditions, it may be more efficient to use natural gas, coal, process gas, diesel, or other fuel to produce the energy. required for the use of the railway locomotive. For these and other reasons, alternative fuel-based energy for locomotives of

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railroad has not been accepted by the industry.

In addition, retrofitting pre-existing (legacy) locomotive engine drivers for use with alternative fuels generally has a prohibitive cost and raises concerns about reliability in these retrofit applications. Current railroad locomotive inventories include many thousands of older locomotives, such as the EMD SD-40 family. Integrated control systems within these legacy pre-existing locomotives typically employ a single controlled engine / generator combination with electromechanical or simple electronic control systems. The lack of flexibility of these older control systems prohibits the use of new, more desirable energy sources capable of running on alternative fuel sources.

In view of the foregoing, it would be advantageous to maintain the ability to run an existing locomotive engine using the fuel for which it was originally designed while adding the ability to provide extra power to that locomotive from an auxiliary power source. . Such a procedure will allow full redundancy of power generation from more than one fuel and motor / generator, and may in certain situations allow a controller to power the wheels of more than 100% of the motor-generator set.

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY of locomotive originally coupled with driving engines.

In view of the above, it would be desirable to design an apparatus and method to provide an auxiliary power source for a locomotive that can be integrated with existing electromechanical locomotive controls to provide the benefits of being able to incorporate power from alternative fuel sources with minimal to rebuild or recertify the locomotive power plant or other locomotive systems, such as fans, air conditioning, or additional sensors.

Furthermore, it is desirable to design an apparatus and method for fueling a locomotive that allows the use of alternative fuels in easy-to-use interchangeable supply systems, where alternatives, such as currently available gaseous fuels, can be provided to railroad locomotives without incurring at high infrastructure costs and fuel load times.

It is also desirable to design a railroad locomotive that optimizes energy use based on available fuel costs and energy requirements, that allows for arbitrage of fuel and energy costs within the locomotive, and that substantially reduces

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locomotive running costs.

SUMMARY OF THE INVENTION

The embodiments of the invention overcome the aforementioned disadvantages by providing the use of alternative fuel-based energy for railroad locomotives, allow the use of fuels available in a particular situation to power railroad locomotives, and allow railroad locomotives to use with cost advantages alternative energy when it is cost effective to do so.

In accordance with one aspect of the invention, a locomotive installation includes a first locomotive having a first power bus, electrically coupled the primary power source to the first power bus, and a first locomotive controller programmed to control the source of primary power and transmitting a first command signal to a first power unit electrically coupled to the first power bus. The first power unit includes a first auxiliary motor-generator set, a first power interface that electrically couples the first auxiliary motor-generator set to the first power bus, and a first auxiliary controller electrically coupled to the first locomotive controller. . The first auxiliary controller is programmed to receive the first command signal from the locomotive controller.

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INSTITUTO MEXICANO Dt THE INDUSTRIAL PROPERTY that indicates a first quantity of desired energy, controls the first set of auxiliary motor-generator to produce at least the first quantity of desired energy, and controls the first energy interface to supply the first quantity of desired energy to the first power bus.

In accordance with another aspect of the invention, a method of providing auxiliary power to a locomotive is disclosed. The method includes coupling at least one auxiliary power unit to a locomotive power bus, wherein the at least one auxiliary power unit includes an auxiliary motor-generator assembly and an auxiliary controller electrically coupled to the auxiliary generator motor assembly. The method also includes coupling the auxiliary controller to at least one primary locomotive controller in the locomotive, transmitting a query command from the at least one primary locomotive controller to the auxiliary controller, and determining the identification information of the at least one unit. auxiliary power from the query command. Identification information includes at least one of a unique identifier, a power outlet, and a performance characteristic of the at least one auxiliary power unit. The method further includes allocating power generation between the auxiliary engine-generator set and a locomotive engine-generator set of the locomotive based on the

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY less in part to the identification information. and transmitting a power command signal from at least one primary locomotive controller based on allocation.

In accordance with yet another aspect of the invention, a method of providing auxiliary power to a locomotive is disclosed. The method includes coupling at least one auxiliary power unit to a locomotive power bus, wherein the at least one auxiliary power unit includes an auxiliary motor-generator assembly and an auxiliary controller electrically coupled to the auxiliary generator motor assembly. The method also includes coupling the auxiliary controller to a primary locomotive controller, receiving a command comprising at least one of a command transmitted by the at least one primary locomotive controller and a fault indication, and controlling the at least one drive unit. auxiliary power based on command received.

These and other advantages and features will be more readily understood from the following detailed description of the preferred embodiments of the invention provided in connection with the accompanying drawings.

brief description of the drawings

The drawings illustrate the preferred embodiments currently contemplated for carrying out the invention.

In the drawings:

Figure 1 is a schematic diagram of a

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Figure 2 is a fisauaináti diagram of an auxiliary energy subset, according to an embodiment of the invention.

Figure 3 is a schematic diagram of an auxiliary power unit, in accordance with an embodiment of the invention.

Figure 4 is a schematic diagram of a locomotive installation including a genset locomotive and the auxiliary power subset of Figure 2, in accordance with one embodiment of the invention.

<td>The</td><td>Figure</td><td>5 is</td><td>a diagram</td><td>schematic</td><td>of</td><td>a</td>

<td>installation</td><td colspan="2">made out of fuel</td><td>Soda,</td><td>agree</td><td>with</td><td>a</td>

<td>modality of</td><td colspan="2">the invention.</td><td></td><td></td><td></td><td></td>

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<td>fuel</td><td>gaseous</td><td>of the</td><td>Figure 5,</td><td>agree</td><td>with</td><td>a</td>

<td>modality of</td><td colspan="2">the invention.</td><td></td><td></td><td></td><td></td>

<td>The</td><td>Figure</td><td>7 is</td><td>a diagram</td><td>schematic</td><td>of</td><td>a</td>

<td>installation</td><td colspan="2">tank</td><td>pressure, &lt;</td><td>agree</td><td>with</td><td>a</td>

<td>modality of</td><td colspan="2">the invention.</td><td></td><td></td><td></td><td></td>

<td>The</td><td>Figure</td><td>8 is</td><td>a diagram</td><td>schematic</td><td>of</td><td>a</td>

<td colspan="2">gas locomotive</td><td>genset</td><td colspan="3">which incorporates the installation</td><td>of</td>

<td>fuel</td><td>gaseous</td><td>of the</td><td>Figure 5,</td><td>agree</td><td>with</td><td>a</td>

embodiment of the invention.

DETAILED DESCRIPTION

TMPI

ΊΠΠΟ MEXICAN? ► INDUSTRIAL PROPERTY

<img file="MX340207B_D0028.tif" />

The auxiliary power facilities set forth herein allow the provision of additional power to a locomotive in excess of the amount of power that can be produced by the engine-generator combination (s) that is (are) part of the locomotive. to diesel. In some operating situations, such as when the locomotive assembly runs at higher speeds, the trailing capacity of the locomotive is limited by the amount of power that the locomotives can provide to their traction engines. The use of auxiliary power allows the locomotive to move the train at higher speeds.

The modalities of the systems and methods described also support the concept of energy arbitration between energy sources of locomotives that obtain fuel in different ways, where the arbitration is carried out based on the cost of fuel or the cost of energy supplied vs. the traction energy needs of the locomotive and auxiliary loads.

Still further, the modalities of the systems and methods described allow a metering-based energy supply procedure, where the use of locomotive energy from alternative fuel energy sources is measured and can be billed or charged separately to the railway or locomotive operator. Even if

TMPI MEXICAN rImT:&gt; E LA PRDPIEDAC INDUSTRIAL

<img file="MX340207B_D0029.tif" />

The systems and methods of use set forth herein are described as being used in connection with the locomotive industry, the person skilled in the art will recognize that the benefits of fuel installation, wagon installation, and the method of providing fuel are equally applicable to any number of alternative industrial applications in which a fuel tank is coupled to an engine, such as, for example, in the trucking industry or the maritime industry.

A key aspect when using alternative types of fuels in an energy tender is the difference in the cost of fuel, or ultimately, the cost of a unit of energy provided to an energy bus. The locomotive controllers set forth herein have the ability to arbitrate fuel and energy costs between the locomotive's power sources and the auxiliary power units provided in a power tender to operate more efficiently.

In addition, the locomotive controllers and auxiliary power units set forth herein have the ability to communicate additional information (such as your ID, input description control, level / emission control, level control / generated energy graphs, type of fuel, cost of energy) about the control and operation of the auxiliary power unit when

<img file="MX340207B_D0030.tif" />

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY locomotive controller. With at least some of this information missing, the locomotive controller would be unable to effectively control the auxiliary power units.

A locomotive assembly is defined for the purposes herein as an installation of locomotives and auxiliary power units, coupled together, that share control and power connections between at least one locomotive and at least one auxiliary power unit. For illustration purposes, the various exemplary set configurations can be defined as follows:

<td>Set AB:</td><td colspan="2">A locomotive</td><td colspan="3">coupled to a unit</td>

<td>auxiliary power.</td><td>The</td><td>Unit</td><td>of</td><td>Energy</td><td>assistant</td>

<td>provides at least</td><td>part,</td><td>but</td><td>not</td><td>all the</td><td>Energy</td>

<td>electrical required by</td><td colspan="2">the locomotive.</td><td></td><td></td><td></td>

ABA Set: Multiple locomotives are coupled to an auxiliary power unit. The auxiliary power unit provides at least part, but not all, of the electrical energy regulated by each of the locomotives.

ABB Set: One locomotive couples multiple auxiliary power units. Auxiliary power units supply together at least part of the electrical power required by the locomotive.

Now referring to Figure 2, a

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX340207B_D0031.tif" />

intermodal auxiliary energy subset installed in container 48 according to an embodiment of the invention.

Auxiliary power subset 48 includes an auxiliary power unit (APU) 50 designed to interface with one or more locomotives, such as the genset diesel locomotive 10 of Figure 1, and one or more interchangeable gaseous fuel facilities 52, such as it is described in more detail with respect to Figures 6 and 7. As described in detail below, APU 50 provides additional power to the connected locomotive (s) in the assembly under the direction of at least one primary locomotive controller. As used herein, the term auxiliary power unit or APU is used to refer to an autonomously controlled device with the ability to generate and supply auxiliary power to a locomotive. The term autonomous as used herein refers to an APU with the ability to independently act and control the internal operations of the APU independent of external requests and where the internal workings of the APU are opaque or unknown to the systems of external control.

In accordance with various modalities, APU 50 has the ability to use one or more alternative fuels. As shown, APU 50 is provided within a container 54 attached to a tender or wagon 56 so that

IMPI

IN3TIT ', TO MEXICAN PROPERTY

<img file="MX340207B_D0032.tif" />

secures container 54 to wagon 56. In a mo ^ áT-'iciadT^--^ / container 54 is an intermodal container madi'f'rcadU wagon 56 is adapted to transport intermodal containers. Providing the APU 50 within a removable intermodal container 54 allows the APU 50 to quickly switch in service and out of service for maintenance and in general to any rail maneuver that is capable of lifting the container. A land path is provided between container 54 and ground through wagon 56, its wheels 58, and the track (not shown). This provides the dissipation of any static charges that may accumulate. The system for attaching container 54 to wagon 56 may have crash isolation characteristics to reduce the severity of crash events that occur in normal railroad operation from APU 40.

As shown, the auxiliary power subset includes one or more fuel facilities 52 stacked on top of container 54 that houses APU 50.

Fuel facilities 52, including pressure tanks 60 that house the fuel, are interconnected with APU 50 to supply fuel to APU 50 under the control of APU 50, as described in greater detail below. In the mode shown in Figure

2, the fuel installation controls 62 of the

<img file="MX340207B_D0033.tif" />

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY fuel facilities 52 are incorporated within the respective boxes 152 of fuel facilities 52 as described with respect to FIG. 6. In an alternative embodiment, the fuel facility command 62 may be incorporated within the container 54 of APU 50.

A schematic block diagram of the APU 50 is illustrated in Figure 3. The APU 50 includes a number of fuel installation interfaces 64 to fluidly couple the APU50 to the fuel installations 52.

Although two fuel installation interfaces 64 are illustrated in Figure 3, the skilled artisan will recognize that the APU 50 can be constructed having only one fuel installation interface or more than two fuel installation interfaces to connect any number of installations of fuel to it. Each fuel installation interface 64 includes a respective fuel inlet 66 fluidly coupled to an electronically controlled valve 68, such as, for example, a solenoid or other remotely operated common high pressure valves. These valves can be optionally integrated as part of the fuel inlet 66. Each fuel facility interface may include a control interface intended to allow APU controller 7 0 to communicate with each connected fuel facility 52. Alternatively

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY fuel installation interface 64 can connect

<img file="MX340207B_D0034.tif" />

to a common control interface 72 of APU 50. In accordance with one embodiment, fuel inlet 66 is a standard industrial fuel connector such as, for example, the GMV-09 receptacle provided by Staubli. The fuel installation interface 64 may also include an optional power interface to the fuel installation (not shown for clarity). Additional input fuel sensors (not shown) (eg, flow, pressure, temperature) can be added to each fuel interface 64 as desired. Electrical connectors (not shown) can be provided to the power and control interfaces so that the fuel system can be quickly removed and replaced.

Each fuel inlet 66 is fluidly connected to its respective controlled valve 68, which in turn is connected to a fuel distributor 74. Fuel distributor 74 may optionally further comprise a mixing chamber 76 (shown in phantom) in the which fuels from one fuel installation 52 can be mixed with a fuel from another fuel installation 52. Adequate flow regulating and safety valves (not shown) can be provided to prevent the fuels from mixing upstream of the mixing chamber 76.

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Additionally, fuel conditioning equipment such as the fuel expansion and routing valves described with respect to the fuel facility 52 in FIG.

6. The APU 7 0 controller is also electronically connected to the solenoid controlled valves and distributor controls, allowing you to control the supply of gaseous fuels to the APU 78 engine. The distributor 74 guides the resulting gaseous fuel through a pressure regulator 80, which is fluidly connected to the APU 78 motor. Pressure regulator 80 can optionally be controlled by APU controller 70, depending on the fuel input demand of the APU 78 engine.

The APU controller 70 may also be electrically connected to the fuel facility controls 62 of each connected gaseous fuel facility 52, either through the common control interface 72 or through a dedicated control interface associated with the interface. fuel installation 64. The APU controller 70 interacts with the fuel installation controls 62 to receive fuel information and to provide instructions for configuring the gaseous state of the required fuel.

Auxiliary power unit 50 includes a

IMPI

MEXICAN INSTITUTE OF LA MONEDAD

INDUSTRIAL

<img file="MX340207B_D0035.tif" />

auxiliary engine-generator assembly 82 having an engine 78 and a generator 84. In accordance with various embodiments, engine 78 is an internal combustion engine configured to burn a gaseous fuel such as, for example, an induction combustion engine , modified to diesel, a radial engine, a gas turbine and the like. Engine 78 is electrically connected to APU controller 70 to allow APU controller 70 to adjust engine operating parameters to optimize engine performance on the current fuel in use and the required power setting. These engine parameters may include acceleration settings (setting for engine RPM), ignition timing settings (to change the burning time for different gaseous fuels), combustion chamber settings (for gas turbines), and what Similary. Engine sensors (not shown for clarity) can be integrated with the APU 50 to detect engine performance and provide inputs to the APU 70 controller. These sensors may include an RPM sensor that determines the

Current engine RPM, exhaust sensors that determine the composition and / or temperature of exhaust gases, engine temperature and engine failure sensors. Other engine controls can be added to the APU 50 without departing from the design.

Engine 78 is mechanically connected to the

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX340207B_D0036.tif" />

generator 84, which converts the mechanical output of the motor into electrical energy. Generator 84 is electrically connected to APU controller 70 in order to allow APU controller 70 to control aspects of electrical generation. The APU controller 70 can control the generator inputs such as polarity, phase, excitation amount, desired voltage, change of path, and the like. Optional sensors (not shown) can be connected to the output of generator 84 to measure the output of generator 84 and provide feedback to the APU controller 70. In accordance with various modalities, generator 84 may include special circuitry to cause generator 84 to react faster to control inputs that reduce the amount of energy produced. This circuitry reduces the electrical inertia of generator 84, effectively allowing the generator output to quickly equalize the amount of electrical energy it is instructed to produce. One such method of reducing the electrical inertia of generator 84 is to provide a switched resistor that is used to rapidly drop the drive current into the generator. Another such method is to provide means for damping the rapid damping of the excitation field of generator 84 by activating a solenoid controlled shunt through the excitation coils of generator 84. Either

IMPI ^{, ΝίΓΓ}^ υτο MEXICAN Dt IA INDUSTRIAL PROPERTY

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the methods can be controlled by the APU controller 70, or can be integrated with the generator 84 such that they are automatically used when the amount of excitation required is substantially reduced.

As shown in Figure 3, generator 84 is electrically connected to at least one electrical controller

86, which handles the electricity generated by APU 50 and provides that electricity to a specific locomotive. When the APU 50 is connected to more than one locomotive at the same time, multiple electrical controls (one for each connected locomotive) can be used to electrically isolate each locomotive. Electrical isolation supports autonomous fault handling through APU 50 and allows different amounts of power to be provided to each locomotive (eg, a first locomotive requests and receives 1 MW, the second locomotive requests and receives 200 kW of power).

In accordance with various embodiments, electrical control 86 further comprises one or more than one controllable switch 88, a regulator 90, a meter 92, and a power interface 94. Power is routed from generator 84 and to controllable switch 88 and regulator 90, then optionally to meter 92 and finally to power interface 94. Controllable switch 88 and regulator 90 can be implemented as separate devices or can optionally be integrated into a single device. The

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY order in which the switch is operated online

<img file="MX340207B_D0038.tif" />

Controllable 88 and regulator 90 are implementation dependent and any component that is first in order can be operated without departing from the invention. Controllable switch 88 enables and disables the flow of power from the auxiliary power unit 50 to the locomotive. Controllable switch 88 can be implemented using either a high amperage switch or relay, or as one or more high power Silicon switch modules. Regulator 90 limits the amount of power flow between APU 50 and the locomotive to an amount specified by APU controller 70. Meter 92 measures the amount of power actually supplied to the locomotive.

Power interface 94 is configured such that it can be electrically coupled to either or both traction and auxiliary power buses in a locomotive, as described in more detail with respect to Figure 4. In one embodiment, the coupling between the Power interface 94 and the locomotive's traction and / or auxiliary power buses are produced using cables of a size and construction to handle the anticipated power transmission. The cables are equipped with connectors that allow quick connection and disconnection of the power interface cables and the power bus (es) from the

IMPI

ΙΝΪΤΠΤΓΓΟ MEXICAN »

DE LA FR FIE · * ·

INDUSTRIAL locomotive.

The electrical control 86 further comprises one or more fault sensors 96 that detect problems with the transmission of electrical energy to the locomotive. Examples of faults may include short to ground, high voltage, low voltage, high current, low current, over temperature, and connector disconnection. Additional fault sensors can be integrated into APU 50 based on design specifications. A single fault sensor can be provided that provides all the fault detection of fault sensor 96, or the fault sensor can be constructed from a number of different sensors.

Each of these components 88, 90, 92, 94, 96 of the electrical controller 86 is electrically connected to the APU controller 70, so that the APU controller 70 can receive input and configure the operation of each aspect of the electrical controller 86 in order to provide the required amount of energy to the locomotive that is electrically connected to each electric drive 86. The connection can be connected directly to the APU controller 70, or through a common control interface 72.

The APU controller 70 responds to requests presented on a common control interface 72 provided within the APU controller 70. Similarly, the APU controller 70 responds to components directly

<img file="MX340207B_D0039.tif" />

<img file="MX340207B_D0040.tif" />

IMPI

Connected APU 50 MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY, such as fault sensors 96, as if they were requests. As used herein, both input sources are considered requests. In response to these requests, the APU controller 70 performs various actions including controlling the operation of the various components provided within the APU controller 70 and reading and / or writing the information to an APU controller memory. 98.

As shown in Figure 3, the controller

APU 70 is electrically connected to a common control interface 72, which may be electrically connected to a locomotive control system via a control connection cable 100 coupled to common control interface 72. In some embodiments, they may be provided multiple common control interfaces 72 to facilitate connection of the APU controller 70 to multiple locomotive controllers and to provide electrical isolation between the locomotives and the APU 50. Each control connection cable 100 can use connectors to facilitate quick connection / disconnection of the APU 50 with a locomotive.

Preferably, the control connection cable 100 is configured to interconnect with a CANbus connection or a locomotive control system interface established in accordance with various modalities. The nature and type of the interface may vary, as can the

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX340207B_D0041.tif" />

number of control interfaces with which it interfaces, without departing from the design.

In an alternative embodiment, the common control interface 72, is an RF interface that allows the locomotive controller to control the APU 50 with the use of a control connection cable 100. The RF interface allows the APU controller 70 to interact with RF-enabled locomotive controllers and with equipment next to RF-enabled tracks. The RF interface allows requests and notifications and, in particular, that the APU 98 controller memory be interrogated and optionally written to use RF-based technologies such as RFID. This allows the · roadside equipment to interrogate the APU 98 controller memory, and write the updated information to memory 98 (such as new measurement limits) in the absence of a physical connection to the APU controller 70.

<td></td><td>In</td><td>some</td><td colspan="2">modalities,</td><td>the wire</td><td>of connection</td><td>of</td>

<td>control</td><td> 100</td><td>is a</td><td>cable</td><td>multi·</td><td>-wired</td><td colspan="2">what transports</td>

<td>signs</td><td>of</td><td>control</td><td>of the</td><td>engine</td><td>(eg, RPM</td><td>voltages</td><td>of</td>

generator excitation, return sensor readings) between the APU 50 and the locomotive controller. Multi-wire cable that carries signals over long distances in high electromagnetic interference environments is particularly susceptible to degradation of

IMPI

MEXICAN INSTITUTE PS THE INDUSTRIAL PROPERTY

<img file="MX340207B_D0042.tif" />

signal due to length, cable, shortening or improperly seated connectors, and induced electrical noise. As previously described, the APU controller 70 may comprise circuitry to detect and compensate for these types of errors induced by the control connection cable 100. Given the low current and voltages present for motor control signals and direct sensor readings, these problems can often be severe enough to cause the APU 50 to stop working and must be considered when passing motor control signals. between the wagon bodies of the locomotive. Alternatively, compensating mechanisms can be incorporated into the control connection cable 100.

APU controller 70 and common control interface 72 can provide additional control matching circuitry (not shown) that tailors control signals received by APU 50 to account for interference and operating conditions. This adaptation circuitry is referred to herein as control adapters.

The APU controller 70, common control interface 72, or control adapters can adapt their configuration to provide line conditioning based on problems with the control cable between APU 50 and the locomotive controller. In one embodiment, the

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MEXICAN INSTITUTE «£ **» », £ 55 OF THE PROPERTY 'Q'eeiiBL,

INDUSTRIAL »APU controller 70 determines the path length between the locomotive controller and APU controller 70 based on the length of the cable stored in memory module 98 (Figure 7). Alternatively, the controller

APU 70 can be configured to determine the path length of the power command by transmitting a signal through control patch leads 100 in a manner similar to the technique used by a time domain reflectometer. In one mode, the APU controller

70 includes an optional signal booster 102 (shown phantom in Figure 3) that boosts the signal received by APU 50 to account for signal degradation.

In other embodiments, the APU controller 70, common control interface 72, or control cable adapters translate the engine control signals and return the sensor readings between the values ​​of the locomotive control and communications techniques. used by the common control interface. This type of control adapter allows the APU 50 to be directly controlled by the locomotive controller which ignores that the APU 50 is not the motor-generator for which it was previously configured, while allowing the use of the common control interface. 72 for other communications with locomotives and fuel facilities.

According to various modalities, the controller

IMPI

MEXICAN INSTITUTE OF THE INDUSTRIAL FR PIEDAD

<img file="MX340207B_D0043.tif" />

APU 70 is a PLC or micro-controller, along with associated memories 98 and volatile registers (not shown), which provides control electronics for electronic monitoring, control, and reporting of APU operation. The APU controller 70 can receive operating power from any number of sources, including common control interface 72, whether internally generated power, or another power source (not shown) such as, for example, an internal battery or a external power source. This combination of connections allows the APU controller 70 to identify, select, and manage the status of the received fuel, and configure engine 78 to (eg, optimally) burn the currently provided fuel (s). .

In accordance with various modalities, the memory module 98 of the APU controller can comprise non-volatile memories, either read only or write only, such as ROM or EEPROM, which are used to store information about identity, capabilities , the contents, and / or historical operations of APU 50, as described below.

In one embodiment, the APU controller memory module 98 includes a first APU memory 104 that includes the identification information that can be used to uniquely identify the APU 50, such information

IMPI

MEXICAN INSTITUTE r *

OF PROPERTY OR

INDUSTRIAL ID may include a power curve

<img file="MX340207B_D0044.tif" />

specific to APU 50, and may further include information describing the generation and / or power capacity of APU 50, the types of fuel acceptable for use with APU 50, the shutdown delay interval, and the like.

The APU controller memory module 98 may also include a second APU memory 106 that stores information about the cost of energy provided by APU 50, and any limits on the use of energy from APU 50. These limits may include a contracted amount of energy (limit and / or remaining).

APU controller memory module 98 may further include a third APU memory 108 that stores information related to APU operation

50, which includes historical sensor readings (eg, fuel type, temperature and pressure over time), energy produced and supplied, history of use, and similar history of operating information, as well as inspection history .

The APU controller 70 can operate using the meter 92 and its memories 98, 104, 106, 108 to determine if there are deliverable power thresholds, and enable / disable power supply using the controllable switch 88 if the limits have been reached. In some modalities, such as when the railway

IMPI nstitijto Mexicano OE LA 1'ROPItOAU INDUSTRIAL

<img file="MX340207B_D0045.tif" />

has and operates an APU 50, for example, use of meter 92 and monitoring of limits on the amount of power supplied by APU 50 may be restricted.

With reference to Figures 2 and 3 as a whole, in operation, the APU 50 transmits a query to the fuel installation command 62 of the fuel installation 52 to determine the identification information of the fuel installation 52. As examples, the APU 50 can inquire about a type of fuel within pressure tank 60, determine the characteristics of the required fuel supply, including supply pressure and temperature, based on the type of fuel and / or content. fuel power), and transmit a fuel supply request to the fuel installation command 62 based on the identified fuel type. In response to the transmitted request, the fuel installation command 62 regulates the fuel supply temperature and / or pressure.

The APU controller 70 can receive requests from one or more locomotive control systems and provide respective responses to these locomotive control systems, in accordance with various modalities. The APU controller 70 can also provide periodic or asynchronous notifications to one or more systems

- 45 IMPI

MEXICAN INSTITUTE OE INDUSTRIAL PROPERTY

<img file="MX340207B_D0046.tif" />

locomotive control as described below.

These instructions are received on at least one of the control interfaces 72. The APU controller 70 handles these requests in order to respond separately to requests from different interfaces.

Examples of requests and responses include: Reporting identifying information about

APU 50, its engines 78 and / or fuel facilities 52 annexes. The APU controller 70 responds to the request by providing identifying information about one or more aspects of the APU 50 (eg, its identification type, a serial number), its 78 engines (eg, engine type, horsepower) evaluated, serial number), and fuel facilities 52 annexes (eg, fuel facility ID, date of last pressure test). The skilled artisan will recognize that the number and types of identifying information to be provided may extend beyond the examples set forth above depending on the specific implementation aspects of the engines 78 and fuel facilities 52.

Report the presence of APU 50. The APU controller 70 responds to a request regarding the presence of APU 50 by providing APU 50 with the facility to supply power.

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MEXICAN INSTITUTE OF INDUSTRIAL MONEDAD

Report the status of the APU 50. The APU 7 0 controller reads one or more memories and / or registers from the APU 7 0 controller and / or the attached 52 fuel installations, or APU 50 meters and / or sensors and / or fuel facilities 52, and reports the required values ​​of the memories, registers, meters and / or sensors to the locomotive controller that requests them.

Read and / or adjust the particular memories of the APU 70 controller and / or the attached fuel installations. The APU 7 0 controller operates on specific memories and / or registers, causing their values ​​to be read and adjusted (or reset) as specified in the request. Adjusting a memory may involve cleaning, adjusting the memory to a particular value, or increasing or decreasing the value stored in the memory.

Report the request for operating parameters. The APU controller 7 0 reads the requested operating parameters from the registers and / or memories of the APU controller 70 and returns them in response to the request.

Report the request for control parameters. The APU controller 70 reads the requested control parameters from the registers and / or memories of the APU controller 70 and returns them in response to the request.

Start request. The APU 70 controller operates based on the APU 50 configuration and takes the following

<img file="MX340207B_D0047.tif" />

<img file="MX340207B_D0048.tif" />

IMPI

INSTITUTO MEXICANO DE LA PLÍOFISDAD INIHiSTUAL stages to implement this request: A) Select a fuel source and turn on the related valve 68; B) Configure generator 84 to not produce energy; C) Configure the power interfaces 94 not to transmit power to the locomotives; and D) Starts the APU 78 engine and sets it to idle.

Emergency stop of the request. This request is made by the locomotive controller when an emergency condition exists that requires immediate shutdown of APU 50. The APU controller 70 operates in the configuration of the APU 50 and takes the following steps to implement this request; A) If equipped with the optional resistive load, it diverts the resistive load through the outputs of generator 84, or if APU 50 is configured with a fast discharge generator, configures generator 84 to immediately adjust the output power; B) Send notification to all connected locomotive controls that APU 50 will discontinue providing power; V) Disable power interfaces 94 by logically commanding each switch 192 to disconnect APU 50 from a connected locomotive; D) Turn off controllable valve 68 to disconnect fuel facilities 62; E) Configure the motor / generator of APU 78, 84, so as not to produce energy by adjusting the motor and generator settings. F) Turn off the APU 78 engine using the

78;

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MJJÜCANO INSTITUTE I heard the PtOflíOA »iNDumuAi

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G) Send

- 48 control interface 72 to the engine notification to all connected locomotive controllers that the APU 50 is offline.

Stop the request. The APU 70 controller operates based on the configuration of APU 50, and takes the following steps to implement this request: A) Send notification to all connected locomotive controllers that APU 50 will discontinue power supply; B) Set a timer to power off using the shutdown delay interval configured either in the request or in the APU 98 controller memory; C) Monitor control interface 72 for power adjustment requests to remove APU 50 from the power requirements of connected locomotives, serving those requests as they arrive; D) At the expiration of the chronometer, or when power is not requested from APU 50, configure the motor / generator of APU 78, 84 so as not to produce energy by adjusting the motor and generator settings; E) Disable power interfaces 94 by logically commanding each switch 192 to disconnect APU 50 from a connected locomotive; F) Shut down the APU 78 engine using control interface 72 to engine 78; G) Turn off the controllable valve 120 to disconnect the fuel installations 52; and H) Send a notification to all locomotive controllers

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MEXICAN INSTITUTE OE INDUSTRIAL PROPERTY

<img file="MX340207B_D0050.tif" />

Connected that APU 50 is offline.

Power request. Power is requested to provide a specific amount of power to a locomotive traction bus, as described in greater detail with respect to Figure 4. The request may further comprise an urgency indicator, which indicates to the APU controller 70 the urgency of the request. Urgent requests cause the APU controller 70 to reorganize the operating steps to remove the energy flowing from the APU 50 first, and then adjust the internal operations of the APU 50 for efficient operations. APU controller 70 configures controllable switch 88 and electrical regulator 90 to supply the requested amount of power to the power outlet. In some implementations, the controllable switch 88 and the electric regulator 90 may be the same device. The power supplied to the power outlet can be measured using meter 92, which is read by APU controller 70. APU controller 7 0 can report these readings to common control interface 72 and / or store them in memory 98 APU driver for later use.

The APU 7 0 controller operates in the APU configuration, and takes the following steps to implement this request: A) If the request is urgent and the request

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<img file="MX340207B_D0051.tif" />

of energy is to reduce the supplied energy (including a reduction to 0), configures the power interface 94 attached to the requesting locomotive to provide the requested amount of energy, or if the requested amount of energy reduces the total amount of the Power supplied by more than one threshold stored in APU 98 controller memory, treats the reduction as a download request (see below); B) Totalize the requested energy of all the requests of energy of the current locomotive; C) Determine the amount of power APU 50 can generate (in some cases this value is stored in APU 98 controller memory, in other cases the amount of power APU 50 can generate is a function of fuel currently selected, altitude, temperature and other operating parameters and calculated by APU controller 70); D) Determine if all requested power can be provided and, if not, reject the request by sending a response back to the requesting locomotive controller; E) Configure motor 78 and generator 84 to produce the desired amount of energy; F) Configure power interfaces 94 to provide the requested amount of power to each attached locomotive; and G) Send the response to the locomotive controllers indicating the new energy level that is provided.

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Power / Discharge Adjustment: The locomotive controller requests that the APU 50 reduce the power it provides to the locomotive, typically for a short period of time. These types of requests are made by the locomotive controller when the locomotive controller encounters slipping or wheel sticking problems. Download requests are often time critical and require priority handling by the APU 70 controller. In some cases, the request will also include an indication requesting rapid removal of power. The APU controller 70 operates in the APU configuration, and takes the following steps to implement this request: A) If the reduction in requested power is more than a first threshold configured in APU controller memory 98 and a prompt withdrawal of power is requested, configure generator 84 to quickly discontinue power generation by generator activation 84 of the generator 84 features designed by rapidly reducing the amount of energy produced by the generator 84; B) Configure the power interface 94 connected to the requesting locomotive to adjust the amount of power provided by the locomotive by changing the setting of the power regulator 90; E) Configure the APU 78/84 motor / generator to produce the requested amount of energy by adjusting the configuration of the motor and generator; and G)

<img file="MX340207B_D0052.tif" />

IMPI

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Send the answer to

INSTITUTO MEXICANO Dt LA PÍOMEDAD industrial _ the locomotive controllers indicating the new level of energy provided.

As will be understood by one skilled in the art, other requests and responses can be added to the APU controller 70 without departing from the scope of this invention.

The APU controller 70 also supplies fault indications, either from the fault sensors directly connected to the APU controller 70 or from notifications received through the common control interface 72. After receiving a fault indication, the APU controller 70 determines the nature of the failure and its expected response. The list of expected failures and responses is preferably stored in a configuration memory of the APU controller 70. An exemplary list of failures and their responses is provided below:

Loss of interface control to the locomotive controller: The APU controller 70 implements the transient and extended loss of the control connection between the APU 50 and the locomotive controller. When a signal loss or corruption is detected by the APU 70 controller, the APU 70 controller checks its fault sensors to determine if one or more failures have been detected in the connections between the APU 50 and the locomotive. But the

IMPI ¹ Γίτυτο MEXICAN PROEJE DAD INDUSTRIAL

<img file="MX340207B_D0054.tif" />

APU controller 70 verifies signal recovery within a time limit specified by a configuration threshold defined in APU controller memory 98. The APU controller 70 may optionally transmit one or more messages to the locomotive controller informing it of signal loss. If the signal is not restored within the specified time limit, the APU controller 70 implements an immediate cessation of power supply at power interface 94 corresponding to the locomotive controller for which the control signals were lost and then implements a power command to stop power generation for that locomotive. For an exemplary embodiment that describes how power is removed from power interface 94, see Failure of Power Interface discussed below. The APU controller 70 can also transmit operational or status information to the locomotive controller indicating its change in power generation.

Power interface failure: The APU controller 70 implements both an immediate disconnection of the APU 50 from the locomotive connected to the power interface 94, and also implements a power command to stop power generation for that locomotive corresponding to the power interface 94 and changing the settings on the electrical controller components 86 in order to remove

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX340207B_D0055.tif" />

Rapidly current from power interface 94. For example, APU controller 70 can logically control switch 88 to disconnect power between APU 50 and locomotive. Alternatively, the controller

APU 70 can control regulator 90 so as not to supply power to power interface 94. Control instructions sent to electrical control components will vary depending on the types of components and their response time and ability to operate when carrying a load of full stream. For example, the APU controller 70 can adjust regulator 90 to reduce current flow, and then turn itself off using switch 88, or it can simply open switch 88 depending on the amount of current flowing at the time.

Additionally, the APU controller 70 can configure generator 84 to quickly discontinue power generation by activating the rapid power removal features of generator 84. The precise order and nature of the component controlled by the APU controller 70 can be adjusted without departing from the scope of the invention, and is dictated by the amount of power currently provided, the number of locomotives for which power is provided, and the limitations of the energy exchange and the used regulation hardware. The APU 70 controller can also transmit to the locomotive controller

IMPI

MEXICAN INSTITUTE OF THE MtONEDAB

INDUSTRIAL operational or status information indicating its change

<img file="MX340207B_D0056.tif" />

energy generation.

<td>Equipment failure:</td><td>The controller</td><td>of</td><td>APU</td><td> 70</td><td>receives</td>

<td colspan="2">this fails if a piece of equipment in the</td><td>APU</td><td> 590</td><td colspan="2">functional</td>

<td>wrong or cease its operation.</td><td>These guys</td><td>of</td><td colspan="2">failures</td><td>they can</td>

include cooling fan failures, fuel interface failures, power interface failures, and the like. The APU controller 70 determines, based on an equipment table and the type of failure, one or more appropriate responses from the following: A) APU 50 shutdown; B) Withdrawal of use of the failed equipment (and withdrawal of that part of the APU functionality); C) Notification of the failure to one or more of the locomotive controllers (and any new configuration or control values ​​such as the amount of energy available); D) Record the fault in APU 98 controller memory; E) Re-calculation of fuel and energy efficiency graphs and available energy values ​​and update of values ​​stored in APU controller memory; F) Reduction of the amount of power provided to one or more power interfaces; and G) No action taken, as examples. Each of these actions can be translated into one or more APU requests that are processed by the APU controller 70.

In one example, when receiving a disconnect signal,

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-'MEXICAN TUTE ' ^Γ THE 'NDUSTRIAL PROPERTY

<img file="MX340207B_D0057.tif" />

the APU controller 70 is configured to initiate the shutdown protocol for the auxiliary set of motor generator 82. The shutdown protocol can logically disconnect all power interfaces (as described above), stopping power generation by instructing the generator to stop power production including shutting down the auxiliary set of motor generator 82 within a period of time very short after detecting disconnection, such as, for example, approximately 10 milliseconds, and shutting down engine-generator auxiliary assembly 82.

In some cases, failures recorded by the APU controller 70 are operational in nature, such as when the control panel is opened or when a connect / disconnect occurs on an interface that is not currently in use. In these cases, the actions of the APU controller 70 may include: recording the failure, taking no action, sending a notification through a common control interface 72.

The APU 7 0 controller also handles other operational aspects of the APU 50. Some of these aspects and their handling of the APU 70 controller are described below.

When operating with removable fuel facilities 52, the APU 50 can receive notifications from the

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T'.Ti MEXICANO the ip iriEDAü

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N? I.yrn,_{TO THE} fuel facility that is added to or removed from the

APU 50. When a new fuel facility is added to an APU configuration, the APU controller communicates with the fuel facility using control interface 72 to determine the fuel facility information, including ID, fuel type , amount of fuel, and other parameters. The APU controller 70 then stores that information in the APU controller memory 98. The APU controller 70 then re-computes the operating parameters based on the fuel information and updates its operating graphs to represent the operation using the fuel in the fuel facility 52.

The APU controller 72 performs energy cost calculations when factors related to the cost of providing energy change. In one embodiment, the energy cost calculation is a calculation based on the cost of fuel and a conversion factor indicative of the efficiency of the energy source to convert a unit of fuel to energy (eg, kilowatts per gallon). Calculations can also use the energy content of the provided fuel. In some embodiments, calculations produce a value to scale. In others, they produce an n-dimensional based on one or more engine performance metrics (eg, the amount of energy produced, the RPM of the

IMPI

MEXICAN INSTITUTE OE THE PROPERTY

INDUSTRIAL

<img file="MX340207B_D0059.tif" />

engine, generator drive voltages, one or more metrics related to the fuel being produced (fuel price, fuel energy content) and one or more metrics related to operating conditions (eg, temperature, air pressure ). The results of these calculations are stored in memory module 98 of APU 50 for later use.

It may be necessary for the APU 50 to exchange fuel sources / fuel facilities as the first fuel facility 52 empties. If the APU 50 can be turned off, this is a simple process of closing valve 68 to the first fuel installation 52 and opening valve 68 to the second fuel installation 52. Operation is more complex when the interchange is to occur on the road, and even more particularly when the pressure tanks 60 of the fuel facilities 52 contain different fuels and different engine operating parameters are associated with the use of each type of fuel. more efficiently. In this case, the APU controller 70 opens the valve 68 corresponding to both pressure tanks 60 simultaneously, allowing the fuels to mix in the common distributor 238. The controller

APU 70 then adjusts the parameters of pressure regulator 80 and the engine to burn the fuel mixture.

<img file="MX340207B_D0060.tif" />

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

After the engine 78 has been stable combustiblesητίυ lu meeala do fuels, the valve 68 in the first tank is closed and the parameters of the pressure regulator 80 and the engine are reset again to optimally burn the fuel from the second tank. A similar procedure can be used to transit between tanks when the first tank is running out of fuel.

One aspect of APU 50 with multiple interchangeable fuel facilities 52 is that fuel facilities 52 can be changed on the road while APU 50 is still operating. This is accomplished by the following process: A) The APU controller 70 transfers the use of the fuel to the fuel facility 52 that is not changed and closes the valve 68 in the fuel facility to be changed; B) The control wiring and fuel hoses are disconnected (the APU 7 0 controller recognizes the disconnection, but does not take any action because the tank is already logically disconnected from the APU 50); C) Fuel Facility 52 is separated from APU 50, and then physically removed from APU 50, a new fuel facility is attached to APU 50 in place, and fuel and control connections are attached ; D) APU 7 0 controller recognizes that a new fuel installation has been attached, and performs the new installation process

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX340207B_D0061.tif" />

fuel described above.

Changes in operating conditions, fuel facilities, equipment condition, and related items occasionally cause the APU 70 controller to recalculate its control parameters. For example, if different settings are needed for motor 78 to reach a specific power level, APU controller 70 recognizes this from its monitoring of motor performance vs. power output. If the difference is greater than the threshold set in the APU 98 controller memory, the APU controller 70 calculates the new operating parameters and recalculates its performance graphs. After storing these new parameters and graphs, it notifies any attached locomotive controller of the new parameters and graphs.

Similarly, changes to the APU 7 0 controller such as the change in control parameters, or the fuel currently used, can result in different total costs of the energy produced by the APU 50. In these circumstances, the APU 70 recalculates its energy cost and energy cost graphs, and stores them in the APU controller memory and then notifies any locomotive controller connected to the APU 50 of changes in the cost of energy.

The description above provides an APU

IMPI

MEXICAN INSTITUTE OF PROPERTY

INDUSTRIAL _ autonomous that can provide auxiliary energy to one or more of caaa

<img file="MX340207B_D0062.tif" />

locomotives when receiving commands from the locomotive controller of the locomotive. An APU with the ability to take certain actions autonomously offloads the work of the locomotive controller, allows the APU to supply power to multiple locomotives independently, handles certain failure conditions that the locomotive controller cannot handle, and generally improves the safety and operational features to provide power to the locomotive's power buses.

The response time for certain faults when power is provided between the cars is a key factor in operating safely. For example, a broken power cable energized with 1 Mw of power is dangerous to railroad equipment, locomotive operators, and nearby people. Similarly, automated connection and valve handling of fuel inlet connections is also important when exchanging fuel sources. Finally, recognizing specific APU failures and operating conditions in a time sufficient to react and mitigate any operational problems that arise allow the APU to operate within the locomotive controller with detailed knowledge of operation.

<img file="MX340207B_D0063.tif" />

* '· 7' MEXICAN TUTO ^{to go}. THE PROPERTY

INDUSTRIAL

<img file="MX340207B_D0064.tif" />

APU intern. The APU controller typically needs to respond very quickly to change in operating conditions (eg, within 10 milliseconds, 100 milliseconds, 1 second, or 10 seconds, depending on the type of change). For example, ground faults and disconnect faults (when the power interface is energized) must be responded to quickly to de-energize the power bus. Similarly, fuel system failures must be responded to very quickly to avoid fuel spills. Operational problems, such as amounts of fuel crossing a lower threshold, chassis temperature or alarms, for example, can be handled more slowly. Still other operations, particularly those that require communications interactions with fuel facilities or considerable calculations, can be completed in 10 or more seconds.

An important aspect of managing the APU controller is the response time to requests from the locomotive controller. Locomotive controllers operate in very short cycle times, and the response time of APUs to requests from the locomotive controller is important to the successful operation of a locomotive control with a standalone APU. Therefore, the APU controller must

<img file="MX340207B_D0065.tif" />

IMPI

INSTITUTO MEXICANO DE LA MONEDAD INDUSTRIAL provide response times to requests received from locomotive controllers within an amount of time defined by the configuration (varies depending on the locomotive controller) or considered unanswered. An unanswered APU controller would be considered a failure condition by the locomotive controller and would be handled accordingly. Some locomotive controller requests may contain an indication that the request should be handled quickly, such as power withdrawal requests generated in conjunction with wheel slip or failure events.

Now referring to Figure 4, a locomotive consisting of a locomotive facility 110 is illustrated which includes a genset 112 locomotive coupled to an auxiliary power subset 48 described with respect to Figures 2 and 3. As shown, the locomotive Genset 112 includes a primary locomotive controller 114 that handles multiple locomotive engine-generator sets 116 that operate in response to commands received from the primary locomotive controller 114. Although the genset 112 locomotive is illustrated including two locomotive engine-generator sets 116, the genset 112 locomotive may include additional locomotive motor-generator assemblies in accordance with various embodiments. Furthermore, according to an alternative modality, the locomotive installation 110 can

IMPI

MEXICAN INSTITUTE OE INDUSTRIAL PROPERTY

<img file="MX340207B_D0066.tif" />

be configured with a locomotive that has a single engine-generator set.

Each motor-generator set 116 includes a respective motor 118, generator 120, and sensor system 122. Generators 120 produce electricity for supply to a locomotive traction bus 124 and an auxiliary power bus 126. The generators 120 are configured to convert the mechanical energy provided by the motors 118 into an acceptable form for one or more traction motors 128 (DC or AC type) configured to drive the plurality of axles attached to the driving wheels 130 of the locomotive 112, and to provide DC or AC power to the respective auxiliary power bus 126.

Locomotive 112 also includes an engine start and stop control 132 which interfaces with primary locomotive controller 114 and is linked to locomotive engine-generator sets 116 to start operation and to end operation. Engine start and stop control 132 independently controls each locomotive engine-generator set 116. The sensors 116 of each locomotive engine-generator set 116 provide information to the primary locomotive controller 114 regarding the status and / or operation of each locomotive engine-generator set 116 (eg, various parameters of the engines 118

IMPI

MEXICAN INSTITUTE OE LA FROREDAD INDUSTRIAL

<img file="MX340207B_D0067.tif" />

such as rpms, operating power output, temperature and other motor operating parameters).

In some embodiments, one or more locomotive engine-generator sets 116 operate in response to a regulator position input sensor 134 (or an rpm sensor) that indicates the position of the regulator controlled by the operator at a operator 136. Operator interface 136 may include an optional engine start operator input 138 (shown in phantom) where the operator directly instruct or

<td>indirectly</td><td>to the</td><td>controller</td><td colspan="2">locomotive</td><td>primary</td><td> 114</td>

<td colspan="2">(eg, by</td><td>a keyboard (no</td><td>shown ^</td><td> ) )</td><td>respect</td><td>to the</td>

<td>functioning</td><td>of</td><td colspan="4">engines 118 or completion</td><td>of the</td>

<td>functioning</td><td>of</td><td>engines 118.</td><td></td><td></td><td></td><td></td>

<td>The</td><td colspan="2">correlation between</td><td>the RPM</td><td colspan="2">the motor</td><td>(or</td>

<td>setting</td><td>of</td><td>regulator) and the</td><td>quantity</td><td>of</td><td colspan="2">electricity</td>

Generated is stored within the primary locomotive controller 114. Power sensors 140 on locomotive traction bus 124 and auxiliary power bus 126 provide information to primary locomotive controller 114 on the actual amount of energy provided on buses 124 , 126. The primary locomotive controller 114 manages the amount of energy present on buses 124, 126 by adjusting the engine RPM and generator drive (by changing the control voltage) and measuring the

<img file="MX340207B_D0068.tif" />

IMPI

INSTITUT · MEXICANO • L THE INDUSTRIAL PROPERTY amount of energy present in the various buses 124, 126 using the energy sensors 140. The primary locomotive controller 114 also calculates and manages the location of the locomotive and the anticipated energy needs.

The gentes locomotive 112 is connected to the APU 50 of the auxiliary power subset 48 by a number of power cables 142 and control cables 100. The number of control cables 100 is determined based on the design specifications for the amperage and interconnection between locomotive 112, APU 50, and fuel facilities 52. In some embodiments, locomotive controller 114 provides APU control instructions on an interface dedicated to APU control. In a preferred embodiment, this interface provides electromagnetic interference resistant (EMI) signaling (eg, CANbus). In other embodiments, control cables 100 may include converters (described above) that convert locomotive controller engine control voltages (eg, RPM, generator drive) to / from EMI resistant signaling means. In other embodiments, control cables 100 may include converters (not shown) to convert locomotive controller engine control voltages (eg, RPM, generator drive) to APU controller instructions. These converters can be implemented individually or in

<img file="MX340207B_D0069.tif" />

IMPI

MEXICAN INSTITUTE OF PROPERTY INDUSTIUAL series as desired to provide a signaling path between locomotive controller 114 and control interface of APU 72. Although APU 50 is illustrated in Figure 4 connected to a single genset 112 locomotive, a One of skill in the art will recognize that APU 50 can be attached to multiple locomotives using respective power sets and control cables.

In accordance with one embodiment, at least one of APU controller 70 and primary locomotive controller 114 is configured to detect a failure in power transmission and / or control commands through control cables 100. During detection of upon failure, the primary locomotive controller 114 may be configured to take one or more actions in response to the failure condition. If the fault condition is found in the control cable connection 100 between the locomotive controller

114 and APU 50, exemplary actions may include: forwarding one or more power and / or control commands to APU 50, sending a status command to APU 50, reading one or more sensors, and making a seriousness determination. the fault condition, alert the locomotive operator by means of a display or alert device (eg, alarm signal light). Other actions can be programmed into locomotive controller 114 in response to communication failures between the locomotive controller and APU 50

IMPI

MEXICAN INSTITUTE OF THE INDUSTRIAL PROEIEDAC

<img file="MX340207B_D0070.tif" />

as those skilled in the art will understand. Alternatively, or in addition to this, the primary locomotive controller 114 may be programmed to modify a previously sent power command during fault detection, or set APU 50 to an unavailable state and reassign the power requirements assigned in the APU 50 to other motors / generators. For example, if APU 50 shows a connection failure in its command circuit and is not supplying power to power bus 124 as indicated by power bus sensors 140, locomotive controller 114 may decide that APU 50 no longer running and reallocate the power requirements assigned to APU 50 to a primary locomotive engine / generator 116, causing their RPMs and alternator drive voltages to increase to provide the lost power to the power bus.

In some examples, locomotive controller 114 waits for a response from APU controller 70 that is not received, or is received in an unusual way. In this case, locomotive controller 114 may take one or more actions to respond to the missing response. For example, these actions may include any or all of the following: forward one or more of the power and / or control commands to APU 50; send a status command to APU 50; read one or more sensors and make a determination of the seriousness of the

IMPI

UTUTO MEXICANO V THE INDUSTRIAL PROPERTY

<img file="MX340207B_D0071.tif" />

failure condition; alert the locomotive operator using a display or alert device (eg, light, alarm signal). Other actions may be programmed within locomotive controller 114 in response to communication failures between locomotive controller 114 and APU 70 as will be understood by one of skill in the art.

In other examples, locomotive controller 114 may receive notifications from APU controller 70 asynchronously. These notifications may comprise event or alert notifications, or they may simply comprise information provided by the APU controller 70 that the locomotive controller 114 may consider in handling the locomotive assembly 110. Actions taken by locomotive controller 114 in response to these notifications may include any or all of the following: do nothing, send a command to APU controller 70 requesting additional information about APU controller memories 98; process the information received as a fault information or as a connection notification; process the received information as a sensor reading in relation to the operation of the APU; storing the received information in the memory of the locomotive controller 146 for use during the energy cost calculations; storing the received information in the locomotive controller memory 146 for

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<img file="MX340207B_D0072.tif" />

IMPI 'ITlíTO MEXICAN ·' t INDUSTRIAL PROPERTY use it in subsequent energy allocation calculations; recalculate the energy cost of the energy provided by APU 50 for use in energy allocation decisions; reallocate power allocation to APU 50; and command APU 50 to provide a different amount of power to locomotive power bus 124. Other actions may be programmed within locomotive controller 114 in response to notifications received by locomotive controller 114 from APU 50 as understood by one of skill in the art.

In operation, the primary locomotive controller 114 transmits power request signals to the APU controller 70 via the control cables 142.

<td>answer</td><td>to</td><td>The reception of</td><td>the signs</td><td>of request</td><td>of</td>

<td>15 energy,</td><td>the</td><td>APU controller</td><td>70 controls</td><td>selectively</td><td>to the</td>

<td>set</td><td>of</td><td>motor-generator</td><td colspan="2">auxiliary 82 to produce</td><td>a</td>

<td>quantity</td><td colspan="2">desired energy.</td><td>Energy</td><td>produced by</td><td>the</td>

<td>set</td><td>of</td><td>motor-generator</td><td>auxiliary of</td><td>APU 82</td><td>I know</td>

it then transmits to the locomotive traction bus 124 20 via the power cables 142.

Although the auxiliary power subset 48 is illustrated in Figure 4 directly connected to the genset 112 locomotive, the distance between the auxiliary power subset 48 and the genset 112 locomotive can vary widely with the inclusion of additional locomotives and / or

<img file="MX340207B_D0073.tif" />

'ΜΡΙ

I ^ τ_{) τυτ}ο Mexican INDUSTRIAL PROPERTY auxiliary power unit facilities additional to locomotive assembly 110. Depending on the length of the power command path between primary locomotive controller 114 and APU controller 70, a certain amount of voltage drop will occur at the power command causing a signal degradation of the originally transmitted power command. In accordance with an embodiment of the invention, the APU controller 70 is configured to identify the amount of signal degradation in the power command received from the primary locomotive controller 114 and adjust the power command taking into account signal degradation identified. The APU controller 70 then uses the adjusted power command to selectively control the auxiliary motor-generator set 82. In one embodiment, the APU controller 70 determines the length of the power command path based on the length of the cable stored in memory module 98 (Figure 3). Alternatively, controller 70 can be configured to determine the path length of the power command by transmitting a signal through control cables 100 similar to the technique used by a time domain reflectometer. In one embodiment, the APU controller 70 includes an optional signal booster 102 (shown phantom in Figure 3), which reinforces the power command received by the power unit

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX340207B_D0074.tif" />

Auxiliary 50 to account for signal degradation.

The APU units 50 provide identification information to the primary locomotive controller 114 via the control interface 72. This identification information includes identification information of the memory module 72 of the APU 50 as well as identification information of the memory module 206 of the Fuel facilities 52 attached to APU 50. As described above with respect to Figures 3 and 7, the identification information stored within memory modules 206, 98 may include an equipment configuration of APU 50 and a cost of fuel within fuel facility 52 as examples. . Based on the identification information received from the APU 50 and a current total power request from the genset 112 locomotive, the primary locomotive controller 114 makes a determination on how to allocate power generation between the engine-generator sets of locomotive 116 and auxiliary power unit 50. In accordance with one embodiment, the APU 50 is programmed to periodically transmit identification information to the primary locomotive controller 114, such as, for example, (as a notification) at predetermined time intervals.

In accordance with one embodiment, the primary locomotive controller 114 is also in communication

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY with one or more of facilities 52, gaseous fuel to one or more of locomotive engines 78 and / or to APU 50. Fuel facilities 52 also provide sensor information regarding the status of the fuel , fuel type, and fuel costs to the primary locomotive controller 114.

As shown in Figure 4, a disconnect sensor 144 is attached to the power cables 142, which electrically connects the genset 112 locomotive and the APU 50. The disconnect sensor 144 is configured to detect a connection status of the assembly of auxiliary motor-generator 82 with the locomotive traction bus 124. In the event a decoupling occurs between the genset 112 locomotive and the wagon 56 and / or a disconnection occurs between the power cables 142 and the locomotive traction bus 124, the disconnection sensor 144 will transmit an alert signal to at least one from APU controller 70 and locomotive controller 114 indicating disconnection.

In accordance with one embodiment, the primary locomotive controller 114 is a traditional locomotive controller that has been modified to allow it to recognize and communicate with the APU 50 and fuel facilities 52. A first modification is that the primary locomotive controller 114 recognize that one or more energy sources may be intermittently present, have

<img file="MX340207B_D0075.tif" />

IMPI

INSTITUTO MEXICANO WE IA INDUSTRIAL PROPERTY different identification information each time it connects, it may have different operating characteristics from time to time, and it can provide energy at a different cost than the generator motor (s) 116 in the chassis of the locomotive.

Locomotive controller 114 can recognize that something is disconnected to its line based on the presence or absence of line voltage, current, or capacitance. During recognition of a new device to the locomotive control line (and the connection of power and control circuits or cables), locomotive controller 114 takes the following steps to determine information about APU 50: A) Communicate with the device to determine if the indicated connection was to the APU, the fuel facility, or some other device, and if the device is not an APU or fuel facility, the locomotive controller 114 takes consistent action with fault handling (as described above); B) Locomotive controller 114 sends a command to the device to determine device identification information and receives a response, and if no response is received, it is handled as described above; C) Locomotive Controller 114 optionally sends additional commands to the device and receives additional responses from the device to determine additional information about the

<img file="MX340207B_D0076.tif" />

- 75 IMPI

INSTITUTO MEXICANO • E LA PROPIEDAD INDUSTRIAL device, or look for information about the device,

<img file="MX340207B_D0077.tif" />

either in local memory or from a remote computer, to determine additional information, D) the locomotive controller 114 stores the received information in memory

146 for subsequent use; and E) based on the type of device connected, the locomotive controller 114 takes additional selected actions from a set of actions: carrying out energy cost calculations, carrying out energy allocation, sending an energy command to the APU 50, and select a fuel installation.

Locomotive controller 114 performs energy cost calculations as the cost of provided energy changes. In one embodiment, the energy cost calculation is a scaled value provided by an external device, a calculation based on the cost of fuel, and a conversion factor indicative of the efficiency of the energy source for converting a unit of fuel into energy (eg, kilowatts per gallon). Calculations can also use the energy content of the provided fuel. In some modes, calculations produce a simple numeric value. In others, calculations produce an n-dimensional based on one or more engine performance metrics (eg, the amount of power produced, the engine RPM, the generator drive voltages, one or more fuel related metrics.

- 76 that is used (fuel price, energy content), and a

MPI 'TITUTO MEXICANO OE LA fkOFIIOAD

INOUSTMJAi

<img file="MX340207B_D0078.tif" />

or more metrics related to operating conditions (eg, temperature, air pressure). The results of these calculations are stored in locomotive controller memory 146 for later use.

Locomotive controller 114 sends a power command to APU controller 70 instructing it to provide a specific amount of power to the power bus. Optionally, this power command may include an indication that the power command must be performed quickly, such as when locomotive controller 114 processes wheel slip or failure. The power command sent to the APU controller 70 typically differs from normal engine control voltages in that it specifies an amount of power (current and voltage) to provide because locomotive controller 114 generally does not know the settings for the power source. energy associated with the provision of a desired amount of energy. Because the locomotive controller 114 is unaware of these settings, the locomotive controller 114 is allowed to interoperate with the APUs 50 using different power sources. This provides a significant operating advantage.

After the locomotive controller 114

- 77 IMPI ^{, ΝΪΤ}™ Υ MEXICANO de la raonuiAD INDUSTRIAL

<img file="MX340207B_D0079.tif" />

it sends a power command to the APU controller controller 70 it responds to the locomotive controller 114 in several ways. First, the APU controller 70 responds to the power command with a response about the control cable 100 connection to the locomotive controller.

114 you request. If the locomotive controller 114 does not receive the response within a certain time frame configuration, the locomotive controller 114 takes corrective action as described above for missing response. Second, locomotive controller 114 monitors sensors 140 on power bus 124 to determine if APU 50 provided the requested power. If the requested power does not appear on the power bus 124 within the determined configuration, or the dynamically determined time frame, the locomotive controller 114 handles this failure to respond as failure (as described above).

One aspect of locomotive controller 114 is the handling of locomotive assembly 110 with respect to total emissions produced. APUs 50 can provide locomotive controller 114 with information (graphs or metrics at scale) representing emissions produced or with respect to emissions produced by each engine. APU 50 under specific operating conditions. In order to obtain emission levels that

IMPI

MEXICAN INSTITUTE «Έ LA PtOntOAD

INDUSTRIAL

<img file="MX340207B_D0080.tif" />

adhere within certain limits or that are better matched to certain objectives, the locomotive controller 114 may determine that the APU 50 must operate using a certain balance of one fuel in preference to another (eg, natural gas opposed to synthetic), or using certain mixing of the two fuels during a particular time scale. For example, a locomotive may not be able to achieve the desired management of both NOx and particulate matter emissions for a certain distance or time by running natural gas 100% of the time. Locomotive controller

114 makes this determination based on higher-level calculations based in part on the emissions profile of the energy sources available to the locomotive controller 114, their profiles. emissions under particular load conditions, available fuels, and the location of locomotive 112 and its projected load conditions. Locomotive controller 114, when performing these calculations, adds the steps of submitting a request to one or more of APU 50, fuel facilities 52, to determine fuel types and emission profiles for power requests to the

APU 50. Locomotive controller 114 receives the requested information, stores it in memory 146, and then calculates the emission profiles. Once the emission profiles have been calculated, the

<img file="MX340207B_D0081.tif" />

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MEXICAN NSTITUTE M THE locomotive industrial PROPERTY 114 makes a determination regarding. fuels to use and power distributions, and instructs APU 50 and / or fuel facilities 52 appropriately.

The locomotive controller 114 enabled with auxiliary power, being a genset type locomotive controller, is capable of making power distributions between the power sources. The difference is that the auxiliary power enabled locomotive controller 114 is capable of determining whether an APU 50 is connected, and if so,

<td>use</td><td>the</td><td>APU 50 as</td><td>one of the</td><td>sources of</td><td>Energy</td>

<td>available</td><td>is.</td><td></td><td></td><td></td><td></td>

<td></td><td>The</td><td>controller</td><td>locomotive</td><td>primary</td><td>114 is</td>

<td>coupled</td><td>to</td><td>a module</td><td>memory 146</td><td>inside of the</td><td>which one</td>

Stores the current cost to produce energy using standard energy. The actual costs to produce power can be a single number or can be a sequence of numbers stored in a table based on the engine RPM.

In one embodiment, memory module 146 also stores the price of locomotive engine fuel 78. This price can be updated manually or electronically on a periodic basis. The primary locomotive controller 114, using this table, and the known engine RPMs, can compute the cost of providing a unit of power to the traction and / or auxiliary power buses 124, 126 of

ΜΡΙ • '' (TUTO MEXICANO

OF THE INDUSTRIAL MONEDAD

<img file="MX340207B_D0082.tif" />

the locomotive. This cost is called the internal generation cost.

Knowing the current cost of energy, the primary locomotive controller 114 can then search for lower cost energy from APU 50 when the

APU 50 is capable of providing power for locomotive buses 124, 126 at costs below the cost of internal generation. The primary locomotive controller

114 Reads the current power cost of the APU 70 controller, and compares the internal generation cost with the price provided by the APU 70 controller, and selects the motor acceleration and APU power settings to get power from at least one of the lowest cost sources and a combination of sources whose costs are added to the lowest total cost. In some cases, this means that the primary locomotive controller 114 will energize the on-board engines 78 and use only the energy produced by the APU 50. In other cases, the primary locomotive controller 114 will use the energy generated by both the APU

fifty as for the 7 8 engines on board. In still other cases, the primary locomotive controller 114 will inactivate APU 50 and use only the on-board power produced by the auxiliary engine-generator assemblies 82.

In one mode, the power command transmitted by the · primary locomotive controller 114 will specify

IMPI

MEXICAN INSTITUTE OF THE INDUSTRIAL PXOriEBAD

<img file="MX340207B_D0083.tif" />

a required amount of power and the APU —- 5-t will gentoo configure to provide that amount of power to the locomotive. In this way, the APU 50 can supply power to multiple locomotives, and run at a higher level of power production sufficient to supply power to two locomotives. Power regulator (s) 90 in APU 50 can be used to distribute power among locomotives in this case. In other embodiments, the power command transmitted by the primary locomotive controller 114 can specify a desired operating point on a performance graph of the APU 50 or a desired power level of the output power of the APU 50.

In an optimization to this algorithm, railways can acquire energy by volume from energy providers using the APU, 50 as described above. Your energy purchases can be reported by meter 92 on APU 50. Primary locomotive controller 114 can interrogate meter 92 on APU 50. Primary locomotive controller 114 can interrogate meter 92 and determine the amount of energy remaining in the current volume acquisition, and make its energy allocation decisions based at least in part on the amount of previously acquired energy. This is especially advantageous when volume acquisitions are use or loss and is advantageous to the operator of the

ΪΜΡΙ

- 'ΤυΓΌ MEXICANO t' INDUSTRIAL PROPERTY

<img file="MX340207B_D0084.tif" />

locomotive use all its previously acquired energy. Depending on the modality, the optimization algorithm may also include the aspect that with the APU 50 in operation, the total power available to the traction bus 124 may be higher than only with the locomotive (s) and may There are portions of the track where the highest energy is of value to the railroad and therefore it is beneficial for the system to reserve sufficient fuel for these portions of the route. As such, the algorithm searches over various time periods to optimize the value of APU performance, not simply as the current minimum energy cost.

In implementing these operations, locomotive controller 114 includes several steps in its master control routine. The master control routine is periodically executed by locomotive controller 114. The master control routine monitors and reactivates operating conditions such as wheel slip, power requirements and availability, and performs power distributions . In the example set forth below the detection of the wheel slip operating condition is described in detail. However, one skilled in the art will understand that other operating conditions processed by locomotive controller 114 during this control cycle

IΜ ΡI

MEXICAN INSTITUTE

PROPERTY Q- ../¾.

INDUSTRIAL ^ * ΖΞΕ + —- master initiating adjustment in power distributed or provided by locomotive assembly 110 follows similar operating patterns and can be implemented without departing from the scope of the invention.

When the locomotive controller's control cycle starts, it checks for faults and handles them as described elsewhere. The locomotive controller 114 then verifies wheel slip, and upon detecting that wheel slip occurs, immediately performs an evaluation of the severity of the wheel slip. If the wheel slip is severe, the locomotive controller 114 instructs the primary power sources and the auxiliary power sources currently supplying the locomotive 112, to immediately reduce the amount of power provided to the locomotive 112 by an amount proportional to the amount of slip. Energy reduction can be performed through all energy sources or can be selectively performed against one or more energy sources without deviating from the scope of the invention. Locomotive controller 114 directly configures its primary motor-generators 116 to effect this power reduction, and sends a power setting or power control message to a connected auxiliary power source (eg, APU 50). In both cases, the message is

IMPI

MEXICAN INSTITUTE OF THE OWN EDA · INDUSTRIAL

<img file="MX340207B_D0085.tif" />

mark for rapid implementation by the auxiliary power source, causing rapid removal of power in accordance with the command. Selection of a power setting or power control message is made by locomotive controller 114 based on the amount of wheel slip detected; mild to moderate wheel slip may indicate that a short-term power adjustment is appropriate, and more severe wheel slip may indicate that a change in requested power is necessary. If wheel slip was detected, locomotive controller 114 restarts the control cycle to determine if faults or operating conditions such as wheel slip occur. After the operating conditions are processed, the locomotive controller 114 checks messages from auxiliary power sources 50 or from power facilities 52 that have not been processed. These messages are processed and stored information (eg, ID information, operating information, etc.) about energy sources and / or fuel facilities is updated as required. These messages may indicate a change in a removably connected power source 50 and / or a power facility 52, the condition or type of the fuel, the amount of power provided by an auxiliary power source, the cost of the power provided , an updated graph, or other

IMPI tNSTTrVFO MEXICANO CE INDUSTRIAL PROPERTY change that is taken into account by the locomotive controller 114 when optimizing the performance of the locomotive assembly 110.

If the energy, fuel, or cost information is updated, locomotive controller 114 then conducts a series of interactions with energy sources and fuel facilities to update its stored information to current values. Locomotive controller 114 then recalculates any information it has stored based on the updated stored values.

After completing the update of the stored information, the locomotive controller 114 determines the information required to support the power allocation process. This information includes the current amount of energy required by the locomotive (based on the degree of acceleration settings, auxiliary loads, requirements of the traction motor, etc.), and determines the current amount of energy available by totalizing the amount of energy that each energy source can provide. It also determines the energy cost for each energy source, either as a scale metric or as an efficiency graph that describes energy costs in relation to the amount of energy provided, or as an efficiency metric or graph in based on fuel type / composition. In some cases,

<img file="MX340207B_D0086.tif" />

IMPI

Mexican Institute of Industrial Property

<img file="MX340207B_D0087.tif" />

fuel cost, operating metrics such as air temperature or pressure, and other metrics are used as inputs to determine the cost of energy. Other parameters such as the requested energy sources are also collected to produce a minimum amount of energy. In one embodiment, this information may include emissions and / or maintenance schedule information about each of the energy sources.

The locomotive controller 114 then checks to determine if the power supplied to the locomotive 112 is within a specified tolerance setting of the power required to operate the locomotive. If the required power and the provided power are out of tolerance, or you change one of the power cost parameters, the locomotive controller 114 performs a power allocation between the power sources, dividing the power requirement of the locomotive among available power sources such as, for example, locomotive engine-generator sets 116 and auxiliary power sources such as APU 50. In one embodiment, energy allocation is carried out in a way that minimizes the total cost of energy used by the locomotive, using the cost of energy and the minimum / maximum amounts of energy produced by each energy source as input. In

IMPI

INSTITUTO MEXICANO DE LA PROPIEDAD INDUSTRIAL In some modalities, the cost of energy is a graph that represents the variable cost of energy based on the amount of energy provided. Locomotive controller 114 finds the minimum total cost based on the amount of power requested, and adjusts the primary power sources (eg, adjusts the excitation and RMPs of the generator) and sends the requests to the auxiliary power sources to provide the amount of energy desired.

Power allocation algorithms can be very complex, and can include current location, anticipated power requirements, and other factors in the distribution algorithm. In some embodiments, energy allocation can be simplified to use fuel costs as the distribution factor. For example, when the difference between diesel and natural gas prices exceeds a certain level, lower priced fuel is always less expensive to operate. Similarly, if specific fuels are available, it may be more efficient to operate on those fuels. The results of the power allocation process are stored in the memory of the locomotive controller 146 for subsequent use.

The locomotive controller 114, which has locomotive sets 110 configured to operate with a specific source and amounts of energy, monitors

<img file="MX340207B_D0088.tif" />

IMPI

-JSTITUTO MEXICANO 3E LA FROHEDAD INDUSTRIAL

<img file="MX340207B_D0089.tif" />

then the power provided by each power source to determine if the amount of power provided is in accordance with the settings, and make adjustments to the power source settings as needed to keep the amount of power provided to the locomotive online with the energy requirements. The control cycle is then repeated at a periodic interval.

In applications where fuel facilities 52 have fuel and direct control connections 148, 150 to locomotive 112, valves 120 of fuel handling system 210 (Figure 6) fluidly connect pressure tank 60 to engines 78. The primary locomotive controller 114 can interrogate each fuel installation 52, determine the type of fuel, its cost, and its energy density, and determine which of the available fuels should be used in the current situation based on information received from fuel facilities 52. After selecting the fuel to use, the primary locomotive controller 114 can configure the engine operating parameters (idle, timing, etc.) so that the engines 78 process the selected fuel more efficiently. For example, the use of sintegas or process gas while the 78 engines are running may be cost effective

<img file="MX340207B_D0090.tif" />

IMPI

INSTITUTO MtXICANO TO LA INROUSTRALO INOUSTRIAL idle and use of LPG when 78 engines run at full RPM. Similarly, the primary locomotive controller 114 can use the fuel cost and / or the energy density of the fuel as inputs to determine which fuel should be used in the current situation.

Now referring to Figure 6, a fuel installation 52 is illustrated in accordance with an embodiment of the invention. The fuel installation 52 includes a box 152 constructed of multiple upper side support members 154 and lower side support members 156 interconnected by vertical support members 158 and cross support members 160. The upper side support members 154, the lower side support members 156, the vertical support members 158, and the cross support members 160 are constructed of any number of suitable support materials such as, for example, structural steel. In accordance with one embodiment, a number of tie-down or clamp structures 162 are coupled to box 152 to removably secure the interchangeable gaseous fuel installation 52 to an external support structure (not shown) such as, for example, a locomotive body or box, a power unit, a wagon body, or other interchangeable gaseous fuel facility.

In a

- 90 IMPI

INSTITUTO WUICAN DE LA HO »W» AD INDUSTRIAL

<img file="MX340207B_D0091.tif" />

In one embodiment, the holding structures 162 are angled pieces or angled molds similar to those typically used in intermodal containers. Such angled pieces have tongue receiving holes on their surfaces for the purpose of receiving lifting lugs. In some embodiments, clamping structures 162 are provided at alternate locations along the lower side support members 156 of the box 152 at locations calculated to allow the fuel facility 52 to be safely raised using standard container lifting technologies. high. These tabs can be a yard yard based lifting equipment, such as raised lifting gantries, thus allowing the use of standardized equipment to lift the interchangeable gaseous fuel installation 52 for removal and replacement. Similarly, multi-tab bolts can be used to interconnect the angle pieces 162 of the fuel installation 52 to other intermodal containers by clutching the angle pieces of the respective containers with one another. Similarly, bolts on railway locomotives and wagon chassis can be used to secure the fuel installation in place to prevent tipping or tampering, as well as to stack or secure the installations.

<img file="MX340207B_D0092.tif" />

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY fuel 52 on track trucks or vehicles on board.

The openings between support members 154-28 provide access to the various inlets, outlets, valves, controls, and the like, in or associated with pressure tank 60.

In accordance with another embodiment, numerous slits or openings 164 are formed in the lower lateral support members 156 of the box 152. The openings 164 are dimensioned to receive a bifurcated lift arm, thus allowing the bifurcation lift technologies to lift the facilities interchangeable light-weight gaseous fuel without the need for elevated patio-based lifting devices.

The gaseous fuel installation 52 can be grounded through its case 152 and / or the connecting tabs to an underlying auxiliary power unit, to the body of the wagon, or to the body of the locomotive in order to dissipate the static charges that they could ignite the leaking gaseous fuel.

A pressure tank 60 is supported within box 152 and is secured to box 152 through fasteners (not shown) at multiple points. In one embodiment, the pressure tank 60 rests on the cross support members 160, and is in contact with at least some of the side support members 154 and / or the vertical support members 158. The case 152 is designed

- 92 IMPI

INSTITUTO MEXICANO DELA PE REDAD INDUSTRIAL in such a way that a box from a second installation of

<img file="MX340207B_D0093.tif" />

Interchangeable fuel (not shown) can be stacked on top of box 152 of fuel facility 52.

Pressure tank 60 is of a construction suitable for storing a gaseous fuel 166 at a temperature and pressure where the fuel 166 remains substantially gaseous in the stored state. As used herein, gaseous fuel means in a liquid or gaseous state (depending on the current temperature and pressure), where the fuel is normally in a gaseous state at a standard temperature and pressure. In many cases, these fuels are hydrocarbons such as natural gas, propane, or syngas. The gaseous fuel can also be, for example, compressed or liquefied hydrogen, produced gas, methane, butane and the like. Gaseous fuels are measured according to standards in volumetric units, typically in cubic feet or cubic meters, at a specified temperature and pressure. In these volumetric units, each type of gaseous fuel stores a different amount of energy based on the mixture of gases or other components it contains. The measurement of this energy is the energy coefficient of the fuel. The gas mixture can vary based on the time of year, the geographical location of the

IMPI ~ 'TITUTO MEXICANO OF. THE INDUSTRIAL PHKOFISTY

<img file="MX340207B_D0094.tif" />

which fuel and other factors were obtained. Thus, for example, natural gas has a range of typical energy coefficients. Similarly, propane has a different range of energy coefficients. In alternative embodiments, pressure tank 60 can store ethanol, diesel fuels, and the like.

In accordance with various embodiments, the pressure tank 60 is constructed of one of a pure metal, a metal composite material, and a composite material such as, for example, steel, aluminum, or carbon fiber. Pressure tank 60 can have a single wall or a double wall and can be insulated, according to various modalities. In an exemplary embodiment, pressure tank 60 is designed for nominal 3600 psi operation, in accordance with industry standards for gas storage and transport containers for compressed natural gas.

Pressure tank 60 can be adapted with one or more valves 168, fill valves 170, a vapor return inlet 172, and an outlet valve 174. In particular embodiments, ports (not shown) are added to pressure tank 60 to accommodate a sensor installation 176 for measuring attributes of fuel 166 within pressure tank 60. Sensor installation 176 includes a number of probes and / or sensors electrically connected to a fuel installation command 62,

IMPI

MEXICAN INSTITUTE • E LA MONEDAD _. . . ,_n , INDUSTRIAL as described in more detail with respect to the FIGURE

7. As used herein, the term sen5ÓI ÜG uses to refer to a device capable of producing outputs that can be correlated with one or more physical properties of at least a portion of its environment. Examples include, but are not limited to, temperature sensors, pressure sensors, current sensors, voltage sensors, and fuel flow rate sensors.

According to one embodiment, a cover 178 can be secured to the exterior surfaces of the case 152 to protect the pressure tank 60, the distributors, valves and other components of the fuel installation 52 from weather and vandalism. Ventilation may form or louvers 180 on the upper surface 182 of the cover 178 to allow air circulation and to avoid the accumulation of explosive fumes inside the fuel installation 52. Advantageously, by placing vent / louvers 180 in the upper surface 182 of the fuel installation 52, any gaseous fuel that escapes due to a leak dissipates away from the locomotive 112 and / or locomotive assembly 110 without causing damage when the installation of Fuel 52 is mounted on a locomotive or box car. Furthermore, locating the fuel facility 52 in this manner minimizes the likelihood of damage in a derailment or impact with

IMPI

MEXICAN INSTITUTE K THE INDUSTRIAL PROPERTY

<img file="MX340207B_D0095.tif" />

road debris or yard traffic.

As shown in Figure 6, the first fuel hose 184 connects to the outlet valve 174 to fluidly connect the pressure tank 60 with the fuel inlet 186 of a fuel installation knob 62, which provides control electronics for electronic monitoring and reporting of the tank ID, its contents, and the status of the contents, change of status and pressure of the gaseous fuel to meet fuel requirements, as well as supplying gaseous fuel from pressure tank 60 to fuel outlet 188.

Fuel facility 52 includes a system of electrical, control, and fuel interconnectors 190 provided to couple fuel facility 52 to a locomotive or auxiliary power unit mounted on a wagon. This interconnect system 190 can be manufactured using industry standard connectors and hoses (for gaseous fuel) and industry standard power connectors for electrical and control interconnects. In one embodiment, interconnectors 190 include a second fuel hose 192, a common control connector 192, and an optional electrical power connection 196 (shown in phantom). The second fuel hose 192 connects

<img file="MX340207B_D0096.tif" />

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY fluidly at the fuel outlet 18 8 of the fuel installation command 62. The common control connector

194 electrically connects the fuel installation command 62 to one or more power and / or railroad locomotive control systems. Optional electrical power connection 196 (shown in phantom) is electrically connected to an external power source, such as an auxiliary power generator or locomotive power bus (not shown) to receive external power to power drive components fuel installation 62, as described in more detail below.

Figure 7 is a schematic diagram of the fuel installation command 62 according to an embodiment of the invention. The fuel facility knob 62 includes a weather and vandal resistant housing 198 that houses the fuel facility controller 200, a two-way control and reporting interface 202, an optional power interface 208 (shown in phantom), one or more memory modules 206, an interface 208, and an electronically controllable fuel management system 210 coupled between a fuel inlet connection 212 and a fuel supply interface 214.

According to one embodiment, the fuel installation controller 200 is a PLC or micro controller, together with associated memories, which provides

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MEXICAN INSTITUTE OE INDUSTRIAL PROPERTY

<img file="MX340207B_D0097.tif" />

control electronics for electronic monitoring and reporting of memory module 206 and fuel management system

210. The fuel facility controller 200 is electrically connected to memory modules 206, fuel management system 210, and bi-directional control interface 202 as shown in Figure 7. The fuel facility controller 200 can receive operating power from any number of sources, including control and reporting interface 202, optional power interface 204, or other power source (not shown) such as an internal battery or powered generator. by fuel flow.

The fuel facility controller 62 is also electrically coupled and provides control electronics for electrical monitoring and reporting of data received by sensor interface 208. Sensor interface 208 communicates with a fuel pressure sensor 216 and a sensor temperature gauge 218 mounted within housing 198 of fuel installation knob 62. In one embodiment, sensors 216, 218 are mounted within inlet fuel connection 212 of fuel installation knob 62. Sensor interface 208 also communicates with one or more external sensor (s) 220 that They are located outside the fuel installation control 62 and mounted on the fuel tank.

IMPI

<img file="MX340207B_D0098.tif" />

MEXICAN INSTITUTE OF THE PMOFIEDAP INDUSTRIAL

External sensor 220 couples pressure 60 (Figure 6). electrically to the fuel installation command 62 using the electrical connections 222. For each type of sensor 216, 218, 220 the fuel installation controller 200 reads the measurements from the sensors 216, 218, 220, optionally records them in the memory module 206, reports them in the control interface and reports 202, and / or take control actions to manipulate fuel handling system 210 to control fuel flow. Although only three sensor inputs 216, 218, 220 are shown for illustration, one of skill in the art will recognize that the fuel installation knob 62 can interface with any number and type of sensors as desired to monitor the contents of the pressure tank. 60, the operation of the fuel installation command 62, and the supply of fuel from the fuel installation 52. Using the data acquired from the sensor installation and the data stored in the memory module 206, the fuel installation command 62 can compute the entire data of the fuel tank, based on the input parameters, such as, by example, temperature, pressure, and tank dimensions.

In accordance with various embodiments, memory module 206 comprises any number of non-volatile memories, either read-only or read-write,

<img file="MX340207B_D0099.tif" />

IMPI

INSTITUTO MEXICANO BE LA RRORIEOAD INDUSTRIAL such as ROM or EEPROM, which are used to store information about the identity, capacities, contents, and / or history of operations of the fuel installation 52, as described below.

In one embodiment, memory module 206 includes a first tank memory 224 that may include any of the following identifying information: an identifier for fuel facility 52 to uniquely identify fuel facility 52, information describing capacity pressure tank 60, information describing the manufacture of pressure tank 52, such as, for example, temperature and pressure regulation capabilities. Additionally, the first tank memory 224 may include identifying information regarding the history of the interchangeable gaseous fuel installation 52, which includes inspection history and usage history.

Memory module 206 may also include a second tank memory 226 that stores identification information about fuel 166 currently stored in pressure tank 60 of exchangeable gaseous fuel facility 52. ​​For example, second tank memory 226 may store identifying information about the current fuel type (eg,

CNG, LNG, butane), fuel energy density, date

100

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX340207B_D0100.tif" />

/ fill capacity, fuel cost, and fuel-related iso-information 166 within pressure tank 60.

Memory module 206 may further include a third tank memory 228 that stores identifying information about the operating history of the interchangeable gaseous fuel installation 52, including sensor reading history (eg, temperature and pressure over time). ), fill / discharge rates, operation of the fuel control system, and similar history of performance information for the fuel installation 52.

As shown in Figure 7, the fuel installation controller 200 is electrically connected to the tank control and report interface 202. In accordance with various modalities, the control and report interface 202 is configured to receive and transmit signals from and to the fuel installation controller 200 to an external controller through an electrical connection to the external controller and / or through the transmission of radio frequency signals. In accordance with various modalities, the control and reporting interface 202 can be configured to interface with an external controller such as a primary locomotive controller, a controller coupled to an auxiliary power unit, and / or integrated controls.

101

IMPI

MEXICAN INSTITUTE OF IA PROPERTY INDUSTWAL

<img file="MX340207B_D0101.tif" />

inside the equipment next to the road, as examples. The control and report interface 202 can be connected to the external controller eT using physical connections, such as a CANbus connection or an established locomotive control system interface. The nature and type of control and reporting interface 202 can vary, as well as the number of interconnected control interfaces, without departing from the design. In one embodiment, the control and reporting interface 202 is an RF interface that allows the memory module 206 of the fuel installation command 62 to be interrogated and optionally written using RF-based technologies such as RFID. In such an embodiment, interface 202 couples to an optional RIFD transmitter 230 (shown in phantom). This allows track side equipment, locomotive controllers, auxiliary power unit controllers, and the like to interrogate memory module 206, and write updated information into memory (such as new type of fuel, power density, and cost) to memory without requiring a physical connection to the fuel installation controller 200. fuel facility controller 200 responds to requests received by control and reporting interface 202 from external controllers by configuring fuel handling system 210 to supply fuel on request and / or read or write the

102

<img file="MX340207B_D0102.tif" />

IMPI

ΤΟυΤΟ MEXICAN data in memory module 206. “^ industrial

The fuel installation controller 200 is further connected to the fuel management system 210 of the fuel installation command 62. According to one embodiment, the fuel management system 210 includes an input fuel connection 212, an electronically valve controllable 120, an expander / regulator 232 (shown in phantom), fuel supply sensors 234, and a common fuel supply interface 214. Inlet fuel connection 212 provides the connection point for fuel hose 184 at a fuel inlet 186 of fuel installation knob 62. In one embodiment, the inlet fuel connection 212 includes one or more industry standard connectors, as well as any desired safety devices such as fuel interruption and flow management devices for the operation of the interchangeable gaseous fuel installation 52. The Inlet fuel connection 212 is fluidly connected to controllable valve 120, which operates under the control of fuel installation controller 200. The electronically controllable valve 120 can include one or more solenoid controlled valves that can be used to control the flow of fuel from the pressure tank to the common fuel supply interface 214. In

IMPI Mexican institute • E LA ΜΟΡΙΕβΛΓ) industrial equipment for

In some embodiments, optional fuel expander / regulator 232 may be positioned such (eg, LNG heaters) and between controllable valve 120 and fuel supply interface 214 to selectively heat and / or expand fuel. The fuel installation controller

200 it is configured to regulate the operation of the electronically controllable valve 120 to control its fuel if fuel passes through expander / regulator equipment 232 before being routed to common fuel supply interface 214.

The fuel installation knob 62 is configured to handle the fuel supply under relatively stable temperatures and pressures, regardless of the state of the fuel in pressure tank 60. For example, if the fuel facility controller 62 receives a request to supply fuel at two bar pressure, and the fuel 166 within the pressure tank 60 is liquid natural gas (LNG), the fuel facility controller 200 will cause the fuel 166 heats up and expands to a gaseous state at two bar inside the fuel installation control 62, such that it can be supplied via the common fuel supply interface 214 to the given power unit. The controller-handling capabilities of the installation controller

<img file="MX340207B_D0103.tif" />

as inline regulator expanders

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<img file="MX340207B_D0104.tif" />

Fuel 62 allows the interchangeable gaseous fuel facility 52 to seamlessly interoperate with various types of locomotive engines or power units and supply fuel and fuel these various types of units at various temperatures and pressures.

After the gaseous fuel is in a supply state, it is routed to pass one or more

<td>sensors</td><td colspan="2">supply of</td><td colspan="2">fuel</td><td>234 to the interface</td><td>of</td>

<td>supply</td><td>of</td><td>fuel</td><td>common</td><td> 214.</td><td>Sensors</td><td>of</td>

<td>supply</td><td>of</td><td>fuel</td><td>_; 234</td><td>they read</td><td>the parameters</td><td>of</td>

<td>supply</td><td>of the</td><td>fuel</td><td>(such</td><td>how</td><td colspan="2">temperature, pressure,</td>

and flow rates) and transmits these readings to the fuel facility controller 200 for recording. According to one embodiment, the fuel supply interface 214 is a G MV-09 receptacle . In one embodiment, the fuel supply sensor 234 measures the volume of fuel discharged from pressure tank 60.

Referring now to Figure 8, in accordance with an alternative embodiment of the invention, the fuel installation 52 includes multiple pressure tanks 60 connected together to form a pressure tank installation 236. As shown, the pressure tanks 60 are connected to a common distributor 238 by respective valves 240, which control the access of each tank 60 to the distributor 238. Valves 240 may comprise

105

IMPI Mexican instttuto

Dt la nontDAD INDUSTRIAL

<img file="MX340207B_D0105.tif" />

any combination of distributor-specific flow management devices such as shutoff valves, check values, and pressure relief valves, for example. External sensors 220 are coupled to respective pressure tanks 60 via control cables (not shown) similar to electrical connections 222 (Figure 7) to monitor the operating characteristics of each tank 60, as explained in detail above. External sensors 220 and valves 240 are electrically coupled to the fuel installation controller 200 (Figure 7) of the fuel installation command 62 to control the operation and interactions between the pressure tanks 60. In embodiments where the fuel facility 52 includes multiple pressure tanks 60, the memory facility 206 memory module 62 stores unique identification information for each pressure tank 60 within the pressure tank facility 236.

In accordance with various embodiments, the fuel installation 52 is manufactured to conform to advantageous common dimensions for transportation through the locomotive industry. In addition to enabling the exchange of gaseous fuel facilities, manufacturing interchangeable gaseous fuel facilities in common dimensions provides advantages in the transportation of

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IMPI

MEXICAN INSTITUTE Of LA fRORI &amp; DAD INDUSTRIAL

<img file="MX340207B_D0106.tif" />

fuel installations when not mounted on a locomotive or wagon. In one embodiment, the fuel facility 52 is sized to correspond to the size of an intermodal container. As used herein, the term intermodal container refers to a container specifically designed for transportation by train, truck, and ship with standardized dimensions and characteristics for use tailored to each such form of transportation. Particularly advantageous are sizes corresponding to smaller intermodal container sizes, such as, for example, a container having a length of about 10 feet, 20 feet, 30 feet, 40 feet, a height of about four feet six inches, eight feet six inches, or nine feet six inches, and a width of about eight feet, although one skilled in the art will recognize that other sizes may be suitable depending on the particular embodiment. According to an exemplary embodiment, the box 152 of the fuel facility 52 is sized to correspond to an intermodal container that is 20 feet long, eight feet six inches high, and eight feet wide.

Fuel facility 52 provides several important advantages when used in railroad operations. First, installation 52 allows fast refueling

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ΙΝίΤΠνΓΟ • RESÜÍi'í? • E industrial PROPERTY

<img file="MX340207B_D0107.tif" />

of railroad power generation equipment without using expensive yard-based lifting equipment. Second, the fuel facility 52 allows the use of various types of gaseous fuels, depending on the locally available fuels. Third, fuel facility 52 interfaces with locomotive power generation and power control systems to allow these systems to optimize or at least improve their use and cost of energy.

Referring now to Figure 8, a

<td>locomotive</td><td>of</td><td>fuel</td><td>gaseous 242 which</td><td>incorporates</td><td>the</td>

<td>installation</td><td>of</td><td>fuel</td><td>52 of Figure 6</td><td>Even if</td><td>the</td>

<td>installation</td><td>of</td><td>fuel</td><td>52 illustrated in</td><td>the figure</td><td> 8</td>

<td>including</td><td>a</td><td>single tank</td><td>pressure 60, a</td><td>expert in</td><td>the</td>

Technique will recognize that fuel installation 52 can alternatively be configured with a multiple pressure tank installation 236, as described with respect to Figure 7. Gaseous fuel locomotive 242 includes one or more genset engines 118 configured to burn gaseous fuels and a 244 control system that controls the operation of genset 118 motors. The gaseous fuel locomotive 242 can be designed for line haul or interchange use, according to various modalities.

The gaseous fuel installation

108

IMPI Mexican Institute k O INDUSTRIAL PMNITY

<img file="MX340207B_D0108.tif" />

Interchangeable 52 is fastened to locomotive box 246 using connecting bolts (not shown) attached to angled pieces 164 (Figure 6) in fuel installation 52 and corresponding pieces (not shown) in locomotive box 246. These Bolt / part combinations allow operators to removably secure the gaseous fuel installation 52 to the locomotive cage 246. The bolt installation also provides a grounded connection between the gaseous fuel installation 52 and the locomotive box 246.

The gaseous fuel installation 52 is further connected to the locomotive 242 using a control interconnect cable 248, which electrically connects the fuel installation command 62 of the fuel installation 52 to the control system of the locomotive 244.

The control system 24 4 has been configured or adapted to recognize and manage the gaseous fuel installation 52. Specifically, control system 244 is configured to recognize one or more of: (a) that a gaseous fuel installation 52 is present, (b) the type of gaseous fuel installation 52, (c) the energy density of the fuel within the gaseous fuel facility 52, and (d) the cost of fuel in the gaseous fuel facility 52, as described in more detail below.

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

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The gaseous fuel facility 52 is further connected to the locomotive 242 using a removable gaseous fuel line 250 that meshes with the gaseous fuel interface 214 of the fuel facility 52 and with a similar fuel interface 252 in the fuel locomotive. gaseous 242. As shown, the fuel interface 252. is fluidly connected to the genset engines 118 in the gaseous fuel locomotive 242.

According to one embodiment, the gaseous fuel facility 52 receives auxiliary power from an auxiliary power bus (not shown) from the gaseous fuel locomotive 242. The auxiliary power received from the auxiliary power bus can be used to power the expander / regulator 232 of the fuel installation command 62 to convert a fuel inside the pressure tank 60 such as, for example, LNG to a gaseous state to supply it to the locomotive 242.

Although only one interchangeable gaseous fuel installation 52 is shown in Figure 8, a locomotive configured or adapted for use with interchangeable gaseous fuel installations may use more than one interchangeable gaseous fuel installation 52 to extend the range of the gaseous fuel locomotive 242 .

operating

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Although only one installation of

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Interchangeable gaseous fuel 52 In Figure 8, a locomotive configured or adapted for use with interchangeable gaseous fuel facilities may use more than one interchangeable gaseous fuel installation 52 to extend the operating range of the interchangeable gaseous fuel locomotive 242. A benefit of interchangeable gaseous fuel facilities 52 is that they allow a locomotive to use fuels with different storage requirements (eg, LNG vs. CNG without any adaptation of the locomotive itself. Therefore, interchangeable gaseous fuel facilities 52 allow the use of common design gaseous fuel locomotives that can utilize any gaseous fuel that best suits the energy density and capacities required for operating conditions. The same fuel structure can be used for CNG and LNG which has higher energy density. Alternatively, the locomotive can operate on any available gaseous fuel, such as syngas or process gases, simply by changing the interchangeable gaseous fuel installation 52.

In addition to allowing the 242 locomotive to run on any gaseous fuel that best suits current operating parameters, the use of the

- lll IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

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goH-rp mounted fuel system

-OR.

Locomotive Box 246 provides significant operating advantages. For example, the interchangeable capacity of the gaseous fuel facility allows for rapid maintenance and refueling of the locomotive 242. Traditional gaseous fuel tanks require very long recharge times (on the order of eight hours) to complete recharging when coupled to an economically selected compression unit. Alternatively, rapid refilling from pre-stored compressed gas tanks requires a considerably larger volume of tanks in the refueling system and / or higher pressure for those tanks. On the other hand, the gaseous fuel installation can be exchanged for another gaseous fuel installation in a shorter time frame (eg, less than fifteen minutes) than the typical times associated with refueling of high pressure fuel.

In addition, the gaseous fuel facility 52 can be switched to the side of the track without equipment based on the elevated track yard such as gantry lifts, which can lift containers weighing up to approximately 40,000 pounds. The gaseous fuel facility 52 is also manufactured to be below a maximum weight capacity of a truck mounted crane or fork lift to allow exchange next to the

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IMPI

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INJTTTUTO MUICANO

DELA vernier * · __ gaseous fuel installation path In one modality, depending on the specific crane truck, the lifting capacity is limited to approximately 10,000 or 20,000 pounds. These operating characteristics of the gaseous fuel facility 52 are consistent with the rail industry's just-in-time refueling initiatives, where fuel is brought to the train during crew changes rather than the train refueling at fixed stops. ace.

In operation, the control system 244 of the gaseous fuel locomotive 242 communicates with the fuel installation command 62 of the fuel installation 52 to determine the identification information for the fuel installation 52. Based on the identification information received, the control system 244 can, for example, identify a type of fuel within the fuel installation 52 and transmit control commands to the fuel installation command 62 to supply fuel to the locomotive 242 at a desired pressure and / or temperature. The control system 244 of the gaseous fuel locomotive 242 can further be configured to selectively adjust the command signals sent to the genset engines 118 based on the type of fuel identified.

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TMPI 'Ή⁷?™ _MUICano• ^F the τλοριϊολο 'NDDSTRIAL

As discussed earlier, the controller^- Enhanced locomotive systems and the alternative power and 'columbSLlLile ··· systems described herein allow the locomotive operator to manage their power output at a specific cost by blending power from multiple power sources using a variety of fuels.

A technical contribution to the disclosed method and apparatus is that they provide computer-implemented control of an auxiliary engine-generator set and one or more engine-generator sets of a locomotive. One or more auxiliary motor-generator sets are controlled to produce the desired amount of power and to supply power to a power bus. A combination of one or more auxiliary engine-generator sets and one or more locomotive engine-generator sets are controlled to provide power in accordance with a power allocation.

One skilled in the art will appreciate that the embodiments of the invention can be interconnected to and controlled by a computer readable storage medium having a computer program stored therein. The computer readable storage medium includes a plurality of components such as one or more electronic components, hardware components, and / or computer software components. These

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Components may include one or more computer readable storage media that generally stores instructions such as software, firmware, and / or installation language to perform one or more portions of one or more implementations or modalities of a sequence. These computer readable storage media are generally non-transient and / or tangible. Examples of such a computer readable storage medium include a recordable data storage medium from a computer and / or storage device. The computer readable storage medium may employ, for example, one or more than one magnetic, electrical, optical, biological and / or atomic data storage medium. Furthermore such media may take the form of, for example, floppy disks, magnetic tapes, CD-ROMs, DVD-ROMs, hard drives, and / or electronic memory. Other forms of non-transient and / or tangible unlisted computer readable storage media may be employed with the embodiments of the invention.

A number of such components can be combined or divided in the implementation of a system. Furthermore, such components may include a set and / or series of computer instructions written in or implemented with any number of programming languages, as will be appreciated by those skilled in the art. Further,

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MEXICAN INSTITUTE W THE INDUSTRIAL PROPERTY

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Other forms of computer readable media such as a carrier wave can be employed to incorporate a computer data signal representing a sequence of instructions that when executed by one or more computers causes the one or more computers to carry out one or more portions of one or more implementations or modalities of a sequence.

Accordingly, in accordance with one embodiment of the invention, a locomotive facility includes a first locomotive having a first power bus, a first power source coupled to the first power bus, and a first locomotive controller programmed to control the first primary power source and transmitting a first command signal to a first power unit electrically coupled to the first power bus. The first power unit includes a first auxiliary motor-generator set, a first interface that electrically couples the first auxiliary motor-generator set to the first power bus, and a first auxiliary controller electrically coupled to the first locomotive controller. The first auxiliary controller is programmed to receive the first command signal from the locomotive controller indicating a first desired amount of energy, controls the first auxiliary motor-controller set to produce at least the first amount of

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IMPI '^ KTP'ÍW'CANO Dt LAMONEDAD INDOJTRlAt desired power and controls the first power interface to supply the first amount of power from the first power bus.

In accordance with another embodiment of the invention, a method of providing auxiliary power to a locomotive is disclosed. The method includes coupling at least one auxiliary power unit to a locomotive power bus, wherein the at least one auxiliary power unit includes an auxiliary motor-generator assembly and an auxiliary controller electrically coupled to the auxiliary generator motor assembly. The method also includes coupling the auxiliary controller to at least one primary locomotive controller in the locomotive, transmitting a search command from the at least one primary locomotive controller to the auxiliary controller, and determining the identification information of the at least one unit. auxiliary power from the search command. Identification information includes at least one of a unique identifier, a power outlet, and a performance characteristic of the at least one auxiliary power unit. The method also includes allocating power generation between the auxiliary engine-generator set and a locomotive engine-generator set of the locomotive based at least in part on the identification information, and

<img file="MX340207B_D0116.tif" />

transmit a power command signal from the at least

117 ?

an allocation based primary locomotive controller.

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Still in accordance with another embodiment of the invention, a method of providing auxiliary power to a locomotive is disclosed. The method includes coupling at least one auxiliary power unit to a locomotive power bus, wherein the at least one auxiliary power unit includes an auxiliary motor-generator assembly and an auxiliary controller electrically coupled to the auxiliary generator motor assembly. The method also includes coupling the auxiliary controller to a primary locomotive controller, receiving a command comprising at least one of a command transmitted by the at least one auxiliary locomotive controller and a fault indication, and controlling the at least one drive unit. auxiliary power based on command received.

In accordance with the embodiments of the invention, the locomotive controller is programmed to determine the desired amount of energy based on the operating costs of the first auxiliary engine-generator set versus those of the primary engine-generator set. In one embodiment, the locomotive controller is programmed to transmit a command signal to the APU that includes one of a desired operating point on a performance graph of the first auxiliary power unit and a desired energy level of the power of departure of the first

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IMPI 'NSTITUT · MEXICAN Γ&gt; Ε THE INDUSTRIAL PROPERTY

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auxiliary power unit.

The identified operating parameters of the first power unit include at least one of an equipment configuration of the first auxiliary power unit, performance characteristics of the first auxiliary power unit, operating history data of the first power unit auxiliary and the current status of the first auxiliary power unit.

In accordance with the embodiments of the invention, a locomotive installation includes a locomotive, a first power unit and a second power unit. Each power unit includes a respective auxiliary motor-generator set electrically coupled to the power bus; and a respective auxiliary controller programmed to receive a command signal from the locomotive controller indicating the desired amount of energy; and controls its respective auxiliary motor-generator set to output the desired amount of energy. In accordance with the embodiments of the invention, the locomotive controller is further programmed to identify the operating parameters of the first power unit, to identify the operating parameters of the second power unit, to determine the desired amount of energy from the first power unit based on the identified operating parameters of the first power unit,

<img file="MX340207B_D0119.tif" />

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determine the desired amount of energy from the second energy unit based on the parameters of<img file="MX340207B_D0121.tif" /> Identified from the second power unit, transmit a first command signal to the first auxiliary controller indicating the desired amount of energy from the first power unit, and transmit a second command signal to the second auxiliary controller indicating the desired amount of energy from the second power unit.

In accordance with the embodiments of the invention, the auxiliary power subset includes an auxiliary power unit removably attachable to the chassis of a wagon. The auxiliary power unit includes a housing; a motor-generator assembly placed within the housing, the motor-generator assembly configured to provide auxiliary power to the locomotive; and an auxiliary controller electrically coupled to the motor-generator assembly. The auxiliary controller is programmed to receive a command and to control at least one aspect of the power unit in response to the command. The auxiliary controller includes a controller memory that stores the identification information for the auxiliary power unit. Identification information may include, for example, a power unit identification, power unit operating parameters, and / or operating history information of the power unit. Of

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MEXICAN INSTITUTE I&gt; E INDUSTRIAL PROPERTY

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In accordance with the embodiments of the invention, the auxiliary controller's controller memory is a volatile memory (register). In accordance with various modalities, the controller is programmed to carry out one or more of the following actions: identify when the APU connects to another device on a control interface, identify when the APU connects to another device on the control interface power and identify when the APU is connected to a fuel installation at a fuel installation interface.

In accordance with various modalities, the APU controller is further programmed to identify when the APU reconnects to another device at the control interface and takes a control action, such as, for example, identifying the characteristics of the newly connected device. , and recently provides connected, notification to the device including the notification providing identification information for the APU. The APU controller is further programmed to identify when the APU is disconnected from a previously connected device at the control interface, and to take a disconnect action, such as, for example, recalculating device dependent parameters, providing notification disconnection to other connected devices and providing notification of parameters

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MEXICAN SYSTEM bf- INDUSTRIAL PROPERTY

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recalculated to connected devices.

In accordance with various modalities, the APU controller is further programmed to identify when it reconnects to another device at the power interface and takes a selected power action from a connection set in power actions, similar to connection actions described above. The APU controller is further programmed to identify when the APU is disconnected from another device at the power interface and takes a selected power action from a disconnect set in power actions, similar to the disconnect actions described above. The APU controller is further programmed to initiate the shutdown protocol upon fault detection, where the APU controller derives the first set of auxiliary motor-generator.

In accordance with various modalities, the APU controller is further programmed to identify when the APU reconnects to a fuel installation interface and takes a selected action from a connection set of fuel installation actions, similar to the actions connection described above. The APU controller is further programmed to identify when the APU disconnects from a previously connected fuel installation at the fuel installation interface and takes a selected action from a set of

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<img file="MX340207B_D0124.tif" />

disconnect installation actions, similar to the disconnect actions described above.

In accordance with various modalities, the APU controller is further programmed to recognize a fault presented on its common interface, and to take independent action to control at least one aspect of the APU operation selected from a set of response actions to the mistake. Failure response actions may include, for example, disconnecting the APU from the power bus, sending a message on the control interface, changing the engine-generator settings, changing the fuel valve setting, recording the fault in memory, and change the amount of power supplied by the power interface. The APU controller can also be programmed to recognize a failure reported by a sensor or fault detection apparatus, recognize the failure presented on its common interface, recognize the failure of your motor-generator installation, recognize the mechanical failure of a sensor of mechanical failure, recognize the fault with a fuel installation, recognize the connection / disconnection of the control cable, and / or recognize the connection / disconnection of the power cable and take an independent action to control at least one aspect of the APU operation selected from the set of failure response actions listed above.

In accordance with the modalities of the invention, the

123

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MPI '· 7; 7th mexican • OWNED

NousrmAí __ includes circuitry ~ paTa of ódllLiul · signals - auxiliary. The auxiliary power subset circuitry identifying the signal degradation received by the power unit is configured to generate an adjusted control signal based on the identified signal degradation, and transmit the adjusted control signal to the auxiliary power unit. In accordance with one embodiment, the auxiliary power subset also includes input characteristic conversion circuitry configured to change the characteristics of the input signal to provide a valid control input to the auxiliary power unit. The input characteristic conversion circuitry translates from an interference resistant transmission format to a format usable by the auxiliary controller, translates the engine control signal to a different engine control signal; and translates the motor control signal into a power command.

The embodiments of the invention include an auxiliary fuel supply fluidly coupled to the auxiliary engine-generator assembly. In one embodiment, the first power unit and auxiliary fuel supply are located on the separate tender car of the locomotive. In one embodiment, the fuel installation is stacked on top of the auxiliary power unit housing.

124

<img file="MX340207B_D0126.tif" />

According to an embodiment of the invention, a power connection cable is electrically coupled between the output of the first auxiliary motor-generator set and the power bus of the locomotive; and a disconnection sensor coupled to the power connection cable, the disconnection sensor configured to detect the connection status of the first auxiliary motor-generator set with the power bus. The first auxiliary controller is programmed to receive a disconnect sensor alert signal indicating a disconnect between the power connection cable and the power bus, and upon receiving the alert signal, initiates a shutdown protocol for the first set of auxiliary motor-generator.

In accordance with another embodiment of the invention a control connection cable is electrically coupled between the primary locomotive controller and the first auxiliary controller.

At least one of the primary locomotive controller and the first auxiliary controller is further programmed to detect a failure in the transmission of control commands through the control connection cable. Upon detecting the failure, the primary locomotive controller is programmed to perform at least one of the following actions: resend the power command, modify the power command, transmit a signal to the primary locomotive controller indicating a disconnect failure.

125

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ΜΡΙ / UTO MEXICANO • Owned by NfluSTRIAL

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In accordance with an embodiment of the invention a method of supplying auxiliary power to one includes coupling an auxiliary power unit to a power bus of the locomotive. The auxiliary power unit includes an auxiliary motor-generator assembly and an auxiliary controller electrically coupled to the auxiliary motor-generator assembly. The method further includes coupling the auxiliary controller to a primary locomotive controller, receiving a power command from the primary locomotive controller to an auxiliary controller, and controlling the auxiliary motor-generator set to generate auxiliary power for supply to the bus. energy responsive to power command. The method also includes identifying the auxiliary power unit, generating a specific power command for the identified auxiliary power unit, and transmitting the power command to the auxiliary controller. The method further includes coupling an auxiliary fuel supply to the auxiliary power unit, detecting at least one of the fuel cost and fuel type in the auxiliary fuel supply, and controlling the auxiliary controller to regulate the operation of the auxiliary motor-generator set based on the type of fuel detected and / or the cost of fuel in the auxiliary fuel supply. The method of supplying auxiliary power to a locomotive includes

126

<img file="MX340207B_D0129.tif" />

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also reinforce the power command to have.,.

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the voltage drop in the power command between the primary locomotive controller and the auxiliary controller. The method also includes detecting a decoupling event between the auxiliary power unit and the power bus and bypassing the auxiliary motor-generator set within a short period of time such as, for example, 10 milliseconds, upon detection of the decoupling. The method also includes mixing the power from the auxiliary power unit and that from the locomotive on the power bus. In some embodiments, the method includes mixing the energy from multiple auxiliary power units on the power bus.

In accordance with one embodiment of the invention, a power cart or auxiliary power unit connects to a plurality of locomotives, and provides power to each locomotive independently of the other. In an alternative embodiment, a plurality of power cars are connected to a locomotive, and each power car provides power to the locomotive. In an alternative embodiment, an energy car connects to a plurality of locomotives, and the energy car receives requests and independently sends responses to each of the locomotives. In yet another embodiment, an energy car connects to a plurality of locomotives, the energy car receives

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<img file="MX340207B_D0132.tif" />

Power requests from each locomotive independently, combine the requests with a single power requirement, determine the power settings of a power truck motor-generator effective to produce power for the sum of the requests, configure the power interfaces to supply power from the motor-generator according to the request.

Although the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the invention is not limited to such disclosed embodiments. Rather, the invention may be modified to incorporate any number of variations, alterations, substitutions, or equivalent arrangements not previously described, but which are proportional to the spirit and scope of the invention. Additionally, although the various embodiments of the invention have been described, it should be understood that aspects of the invention may include only some of the described embodiments.

Accordingly, the invention should not be regarded as limited by the foregoing description. The patentable scope of the invention is defined by the claims and may include other examples that are presented to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the

128 claims, or if they include equivalents with differences ins literal of the claims.

IMPI '' 'Mexican T'TTITO • RROPIfOAC, elements' © δ'Έ'ίΗο

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Mexican Institute of Industrial Property

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