Altitude compensation system for controlling smoke emissions from a naturally aspirated railroad locomotive
View Patent ↗A railroad locomotive includes a naturally-aspirated reciprocating internal combustion engine, and a traction generator driven by the engine. A throttle position sensor produces a signal corresponding to the throttle position selected by the locomotive's operator. A load regulator receives a speed signal derived from the throttle position signal and outputs an excitation signal for the traction generator which is modified by a controller in response to air availability so that engine speed and load are controlled independently of the selected throttle position, so as to limit the exhaust smoke output of the engine.
1. A method for controlling the air/fuel ratio of a naturally aspirated, reciprocating, fuel-injected internal combustion engine powering a traction generator in a railroad locomotive having a throttle with discrete, predetermined, operator-selectable throttle positions corresponding to predetermined engine speeds and loads, comprising:
monitoring the selected throttle position at which the locomotive is being operated;
determining air availability;
if the air availability decreases below an first air availability threshold, operating the engine at a predetermined speed greater than the speed corresponding to the selected throttle position, and reducing the quantity of fuel injected per stroke, so that the power output of the engine is maintained in accordance with the selected throttle position while increasing the air/fuel ratio, so as to mitigate the amount of exhaust smoke produced by the engine.
2. A method according to claim 1 , further comprising operating the engine at a predetermined speed greater than the speed corresponding to the selected throttle position, while adjusting the quantity of fuel injected, so that the power output of the engine is decreased from power output corresponding to the selected throttle position to a predetermined lower power output, if the air availability decreases below a second air availability threshold.
3. A method according to claim 1 , wherein air availability is determined by measuring barometric pressure.
4. A railroad locomotive according to claim 1 , wherein said engine comprises a four-stroke cycle diesel engine.
5. A railroad locomotive according to claim 1 , wherein said engine comprises a blower-scavenged, two-stroke cycle diesel engine.
6. A method according to claim 1 , wherein air availability is determined by measuring pressure within an inlet manifold associated with said engine.
7. A method according to claim 1 , wherein air availability is determined by measuring pressure within a crankcase associated with said engine.
8. A method according to claim 1 , wherein air availability is determined by measuring the temperature of a component cooled by a blower located within the locomotive.
9. A method according to claim 1 , wherein air availability is determined by a lookup table procedure using global position sensing.
10. A method according to claim 1 , wherein air availability is determined from measurements of the temperature of the exhaust of said engine and ambient temperature.
11. A method according to claim 1 , wherein air availability is determined from measurements of ambient oxygen.
12. A method according to claim 1 , wherein air availability is determined from measurements of exhaust smoke opacity.
13. A method according to claim 1 , wherein air availability is determined by an operator activating a manual switch.
14. A railroad locomotive, comprising:
a naturally-aspirated, reciprocating internal combustion engine normally operated at a plurality of predetermined throttle positions corresponding to discrete engine speed and load points;
a traction generator driven by said engine;
a throttle position sensor for generating a throttle position signal corresponding to the throttle position selected by the locomotive's operator;
a load regulator for receiving a speed signal derived from said throttle position signal, with the load regulator outputting an excitation signal for said traction generator; and
a controller for receiving at least said throttle position signal, said excitation signal, and an air availability signal, with said controller modifying said throttle position signal and said excitation signal in response to at least the value of said air availability signal, so that engine speed and load are controlled independently, based upon the selected throttle position, wherein said controller receives an ambient air temperature signal, in addition to said throttle position signal, said excitation signal, and said air availability signal.
15. A railroad locomotive, comprising:
a naturally-aspirated, reciprocating internal combustion engine normally operated at a plurality of predetermined throttle positions corresponding to discrete engine speed and load points;
a traction generator driven by said engine;
a throttle position sensor for generating a throttle position signal corresponding to the throttle position selected by the locomotive's operator;
a load regulator for receiving a speed signal derived from said throttle position signal, with the load regulator outputting an excitation signal for said traction generator; and
a controller for receiving at least said throttle position signal, said excitation signal, and an air availability signal, with said controller modifying said throttle position signal and said excitation signal in response to at least the value of said air availability signal, so that engine speed and load are controlled independently, based upon the selected throttle position, whereby the exhaust smoke output of the engine will be mitigated;
wherein each of said throttle positions corresponds to a predetermined air/fuel ratio, with said controller modifying said throttle position signal and said excitation signal so that the engine is operated at a greater engine speed and higher air/fuel ratio than the engine speed and air/fuel ratio normally associated with a given throttle position if the locomotive is operated at an air availability less than a predetermined air availability threshold.