Fuel efficient control of multiple unit locomotive consists

Claim 2

In a fuel conserving control apparatus for a multiple unit locomotive consist having air brakes for slowing the consist when applied and a plurality of locomotives controlled by the apparatus in a manner to maintain at least one locomotive at a minimal output power level while at least one other locomotive operates at a higher power level to provide motive power for propelling the consist at the desired speed, the improvement comprising: means for sensing application of the air brakes; and means for reducing to the minimal power level locomotives which are operating at a power level higher than the minimal power level at the time of application of the air brakes.

Claim 3

The improvement of claim 1, wherein said reducing means reduces locomotives to the minimal power level sequentially with a time delay between the power reduction of successive locomotives.

Claim 4

The improvement of claim 2, including power reduction means for selectively decreasing the length of the time delay between the power reduction of successive locomotives.

Claim 5

The improvement of claim 1, including means for effecting a predetermined time delay between application of the air brakes and initiation of the reduction of the power level of the locomotives.

Claim 6

The improvement of claim 4, wherein said reducing means reduces locomotives to the minimal power level sequentially beginning at the end of said time delay and with a time gap between the power reduction of successive locomotives.

Claim 7

In a fuel conserving control apparatus for a multiple unit locomotive consist having air brakes for slowing the consist when applied and a plurality of locomotives with throttle circuits adjusted by the apparatus to different conditions for achieving the desired output power level in a fuel efficient manner, the improvement comprising: means for sensing application of the air brakes; and means for adjusting the throttle circuits in a manner to reduce to a minimal power level locomotives which are operating at a power level higher than the minimal level at the time of application of the air brakes.

Claim 8

In a fuel conserving control apparatus for a multiple unit locomotive consist having air brakes for slowing the consist when applied and a plurality of locomotives with throttle circuits adjusted by the apparatus to different conditions for achieving the desired output power level in a fuel efficient manner, the improvement comprising: means for sensing application of the air brakes; and means for adjusting the throttle circuits in a manner to reduce to a minimal power level locomotives which are operating at a power level higher than the minimal level at the time of application of the air brakes.

Claim 9

The improvement of claim 6, including means for effecting a predetermined time delay between application of the air brakes and initiation of the reduction of the power level of the locomotives, said adjusting means reducing the power level of the locomotives at the end of said time delay if the application of the air brakes continues throughout the period of the time delay.

Claim 10

Fuel conserving control apparatus for a multiple unit locomotive consist headed by a lead locomotive and having air brakes for slowing the consist when applied and a plurality of trail locomotives having throttle circuits normally controlled by the setting of the lead locomotive throttle to normally maintain the locomotives at the same power output level, said apparatus comprising: means for setting a selected speed at which the consist is to travel; means for sensing the actual speed of travel of the consist; means for automatically adjusting the throttle circuits of the trail locomotives to incrementally increase or incrementally decrease the power output levels of the trail locomotives in sequence until the actual speed of the consist substantially conforms with the selected speed thereof; means for sensing application of the air brakes; and means responsive to the application of the air brakes for overriding said adjusting means in a manner to adjust the throttle circuits of the trail locomotives to effect a minimal output power condition of each trail locomotive operating at a power level higher than the minimal level at the time of application of the air brakes.

Claim 11

Fuel conserving control apparatus for a multiple unit locomotive consist headed by a lead locomotive and having air brakes for slowing the consist when applied and a plurality of trail locomotives having throttle circuits normally controlled by the setting of the lead locomotive throttle to normally maintain the locomotives at the same power output level, said apparatus comprising: means for setting a selected speed at which the consist is to travel; means for sensing the actual speed of travel of the consist; means for automatically adjusting the throttle circuits of the trail locomotives to incrementally increase or incrementally decrease the power output levels of the trail locomotives in sequence until the actual speed of the consist substantially conforms with the selected speed thereof; means for sensing application of the air brakes; and means responsive to the application of the air brakes for overriding said adjusting means in a manner to adjust the throttle circuits of the trail locomotives to effect a minimal output power condition of each trail locomotive operating at a power level higher than the minimal level at the time of application of the air brakes.

Claim 12

Apparatus as set forth in claim 8, including means for effecting a predetermmined time delay between application of the air brakes and initiation of the reduction of the power level of the locomotives.

Claim 13

Apparatus as set forth in claim 9, wherein said means for overriding reduces the locomotives to the minimal output power condition sequentially beginning at the end of said time delay and with a time gap between the power reduction of successive locomotives.

Claim 14

Apparatus as set forth in claim 10, including power reduction means for selectively decreasing the length of the time gap between the power reduction of successive locomotives.

Claim 15

Apparatus as set forth in claim 8, including means for establishing a predetermined range of speeds within which the consist is to operate and means for confining the setting of the selected speed to said predetermined range.

Claim 16

In a fuel conserving control apparatus for a multiple unit locomotive consist having a lead locomotive, a plurality of trail locomotives, and throttle circuits for the locomotives all normally having the same condition as the throttle circuit of the lead locomotive to operate all locomotives at substantially the same power level in a manual mode of operation, the improvement comprising: means for setting a set speed at which it is desired for the consist to operate; means for sensing the actual speed of the consist; means for operating the consist in a fuel save mode of operation in which the throttle circuits of the trail locomotives are adjusted automatically to sequentially increase or decrease the power levels of the locomotives in discrete increments to effect substantial conformity of the actual speed with the set speed; means for establishing minimum and maximum speeds of the consist; and means for confining the set speed to the range between said minimum and maximum speeds.

Claim 17

In a fuel conserving control apparatus for a multiple unit locomotive consist having a lead locomotive, a plurality of trail locomotives, and throttle circuits for the locomotives all normally having the same condition as the throttle circuit of the lead locomotive to operate all locomotives at substantially the same power level in a manual mode of operation, the improvement comprising: means for setting a set speed at which it is desired for the consist to operate; means for sensing the actual speed of the consist; means for operating the consist in a fuel save mode of operation in which the throttle circuits of the trail locomotives are adjusted automatically to sequentially increase or decrease the power levels of the locomotives in discrete increments to effect substantial conformity of the actual speed with the set speed; means for establishing minimum and maximum speeds of the consist; and means for confining the set speed to the range between said minimum and maximum speeds.

Claim 18

The improvement of claim 13, wherein said establising means includes adjustable switch means for selectively effecting a charge in the minimum and maximum speeds, said switch means being inaccessible to unauthorized personnel.

Claim 19

The improvement of claim 13, including means for disabling the fuel save mode of operation and effecting the manual mode of operation of the consist when the actual speed of the consist falls below said minimum speed.

Claim 20

The improvement of claim 13, wherein the consist has a dynamic brake for slowing the consist when applied, and including: means for sensing application of the dynamic brake for a preselected time period; and means for disabling the fuel save mode of operation and effecting the manual mode of operation for a predetermined override period following release of the dynamic brake when the dynamic brake has been applied for said preselected time period.

Claim 21

The improvement of claim 16, wherein the consist has air brakes for slowing the consist when applied, and including: means for detecting application of the air brakes; means for effecting a predetermined time delay following application of the air brakes; and means operable after elapse of said time delay to adjust the throttle circuits of the trail locomotives in a manner to reduce the trail locomotives to minimal power levels.

Claim 22

In a fuel conserving control apparatus for a multiple unit locomotive consist having lead and trail locomotives, a dynamic brake for slowing the consist when applied, throttle control circuits for the locomotives all normally having the same condition as the throttle circuit of the lead locomotive to operate all locomotives at substantially the same power level in a manual mode of operation, and fuel saver means for automatically controlling the throttle circuits in a manner to substantially achieve a desired speed of travel of the consist with the throttle circuits of the locomotives in fuel efficient conditions thereof in a fuel save mode of operation, the improvement comprising: means for sensing application of the dynamic brake; means for sensing elapse of a preselected time following application of the dynamic brake; and means for disabling the fuel save mode of operation and effecting the manual mode of operation for a predetermined override period following release of the dynamic brake if the dynamic brake is applied throughout said preselected time.

Claim 23

In a fuel conserving control apparatus for a multiple unit locomotive consist having lead and trail locomotives, a dynamic brake for slowing the consist when applied, throttle control circuits for the locomotives all normally having the same condition as the throttle circuit of the lead locomotive to operate all locomotives at substantially the same power level in a manual mode of operation, and fuel saver means for automatically controlling the throttle circuits in a manner to substantially achieve a desired speed of travel of the consist with the throttle circuits of the locomotives in fuel efficient conditions thereof in a fuel save mode of operation, the improvement comprising: means for sensing application of the dynamic brake; means for sensing elapse of a preselected time following application of the dynamic brake; and means for disabling the fuel save mode of operation and effecting the manual mode of operation for a predetermined override period following release of the dynamic brake if the dynamic brake is applied throughout said preselected time.

Claim 24

The improvement of claim 18, including: switch means for selecting the number of locomotives available to receive dynamic brake loading; and means for preventing dynamic brake loading of more then the selected number of locomotives.

Claim 25

The improvement of claim 19, including: a dynamic brake circuit for each locomotive for applying dynamic brake loading thereto; means for sensing the presence of a malfunction in each dynamic brake circuit; and means for preventing locomotives having a dynamic brake circuit malfunction from being selected among the number available to receive dynamic brake loading.

Claim 26

In a fuel conserving control apparatus for applying power reduction signals to a diesel electric locomotive engine having a plurality of governor solenoids energized and deenergized in predetermined patterns to effect a plurality of different throttle conditions including a minimal power condition in which all solenoids are deenergized, the combination of: a circuit for each solenoid leading thereto and receiving control signals for energizing the solenoid in a normal operating mode of the locomotive engine; transistor means for each circuit maintaining same in a completed state in the normal operating mode when a control signal is applied to the circuitry, thereby energizing each solenoid having a control signal applied to its circuit in the normal operating mode; and means for selectively applying a power reduction signal to said transistor means in a fuel save operating mode of the locomotive engine, said power reduction signal overriding the control signals and influencing said transistor means in a manner to effect interruption of each circuit to deenergize all solenoids, thereby effecting the minimal power throttle condition in response to application of the power reduction signal.

Claim 27

In a fuel conserving control apparatus for applying power reduction signals to a diesel electric locomotive engine having a plurality of governor solenoids energized and deenergized in predetermined patterns to effect a plurality of different throttle conditions including a minimal power condition in which all solenoids are deenergized, the combination of: a circuit for each solenoid leading thereto and receiving control signals for energizing the solenoid in a normal operating mode of the locomotive engine; transistor means for each circuit maintaining same in a completed state in the normal operating mode when a control signal is applied to the circuitry, thereby energizing each solenoid having a control signal applied to its circuit in the normal operating mode; and means for selectively applying a power reduction signal to said transistor means in a fuel save operating mode of the locomotive engine, said power reduction signal overriding the control signals and influencing said transistor means in a manner to effect interruption of each circuit to deenergize all solenoids, thereby effecting the minimal power throttle condition in response to application of the power reduction signal.

Claim 28

The combination of claim 21, wherein the locomotive engine has a half power throttle condition in which the governor solenoids are energized and deenergized in a selected pattern, and including means for selectively applying a second power reduction signal to said transistor means in the fuel save operating mode, said second power reduction signal influencing said transistor means in a manner to effect interruption and completion of the circuits in a combination to effect said selected pattern of energization and deenergization of the solenoids.

Claim 29

The combination of claim 21, including: a verification circuit for providing a verification signal when all solenoids are deenergized in response to application of the power reduction signal; second transistor means associated with said verification circuit, said second transistor means having a first condition when all solenoids are deenergized in response to application of the power reduction signal and a second condition when at least one solenoid is energized following application of the power reduction signal; and means for applying the verification signal to said verification circuit in the first condition of said second transistor means and for cancelling the verification signal in the second condition of said second transistor means.