General Electric Company

Peter Loring Valentine

Gregory Alan Marsh

Mahesh Chand Aggarwal

Ajith Kuttannair Kumar

Brian L Walter

Gong Chen

Wayne A Rhodes

Ronald Herman Till

Robert A Armbruster

Abul Kalam Mohammad Shariful Islam

Theodore John Nowak, Jr

Geoffrey Daniel Smith

Vinh K Do

A method for reducing engine fuel consumption of an electro-motive vehicle during braking, the method including steps for providing an engine for the vehicle, generating primary electric power at a primary electric power generator connected to the engine, generating primary electric power at a secondary electric power generator connected to the engine, operating a plurality of electric traction motors each coupled in driving relationship to a respective one of a plurality of driven wheels to propel the vehicle during motoring operations and to generate electricity upon braking operations of the vehicle, electrically connecting a braking switch between the traction motors and the primary electric power generator, applying braking, closing the braking switch, and transmitting power generated by the traction motors to the primary electric power generator to operate as a motor to rotate the engine and drive the secondary electric power generator to power the auxiliary equipment without fueling the engine.

Method for eliminating fuel use during dynamic braking

A dynamic braking system for a vehicle, the system comprising an engine, an alternator, a plurality of alternating current (AC) electric traction motors, each coupled in driving relationship to a respective one of a plurality of driven wheels, a plurality of power inverters where each of the traction motors has excitation windings coupled in circuit with a corresponding one of the plurality of power inverters, a fuel-free dynamic braking controller, a fuel-free dynamic braking transfer switch located between one of the plurality of traction motors and the one of the plurality of power inverters in circuit with the corresponding one of the plurality of power inverters, wherein the one of the plurality of traction motors in circuit with the corresponding one of the plurality of power inverters that is separated by the fuel-free dynamic braking transfer switch does not generate and does not consume power, and wherein the fuel-free dynamic braking controller commands one of the plurality of power inverters that is separated by the fuel-free distributed braking transfer switch from one the traction motor to convert direct current (DC) power into AC power for use by the vehicle.

An enhanced split cooling system and method for a turbocharged internal combustion engine including a liquid cooled turbocharger and an engine liquid coolant jacket , the system comprising a coolant pump for pumping coolant from a coolant storage tank in heat exchange relationship with the engine jacket and turbocharger ; an oil cooler having coolant input and output lines; a valve assembly including a multi-port rotary valve actuated by a single actuator; a first coolant output line connected for conveying coolant from the engine to the valve assembly ; a radiator connected via a second coolant line for receiving coolant from the valve assembly and having a coolant outflow line to return coolant to the coolant tank ; an intercooler operatively associated with the turbocharger for passing the coolant in hear exchange relationship with compressed air in the turbocharger ; a lube oil subcooler coupled by a third coolant flow line to receive coolant from the radiator and having a coolant outflow line selectively couplable through the valve assembly to the oil cooler and the coolant tank ; an intercooler subcooler coupled by a fourth coolant flow line to receive coolant from the oil subcooler and having a coolant outflow line selectively couplable through the valve assembly to the coolant tank and the intercooler ; and the valve assembly being independently operable for selectively directing coolant flow through the radiator and subcoolers and the oil cooler and intercooler as a function of engine operating temperature.

Unified rotary flow control valve for internal combustion engine cooling system

A cooling apparatus ( ) and method for a turbocharged internal combustion engine ( ). The combustion air ( ) exiting a turbocharger ( ) is passed over an air-to-water intercooler ( ) then over an air-to-air intercooler ( ) for heat exchange with liquid coolant and with ambient air ( ) respectively. During periods of low ambient air temperature, the combustion air may be directed through a bypass duct ( ) around the air-to-air intercooler, and further, may be heated by the coolant in the air-to-water intercooler. A multi-speed fan ( ) and/or shutters ( ) may be used to control the flow of ambient air across the air-to-air intercooler. A cooling duct ( ) provides a flow of ambient air to the fan motor ( ) during periods of operation when the flow of ambient air over the air-to-air heat exchanger is restricted by the shutters. Coolant exiting a subcooler ( ) has the lowest temperature in the system and is directed to a lube oil cooler ( ) for engine lubricant cooling.

Temperature control for turbocharged engine

Automatic control of the temperature of the inlet air being supplied to the engine (,) of a locomotive (,) in order to optimize the performance of the engine (,) under a variety of ambient air temperatures and pressures. One or more valves (,) is utilized to control the flow of warm air from the engine compartment (,) into the air inlet path (,). The position of valve (,) is controlled by controller (,) in response to at least one of an ambient air temperature signal T,, an ambient atmospheric pressure signal P,, and an inlet air temperature signal T,. The temperature of the air flowing through the warm air flow path,may be controlled by selecting from among a plurality of possible inlets (,). By varying the volume and temperature of the air flowing through the warm air flow path (,), the temperature and density of the air supplied at the engine inlet (,) may be moderated across a broad range of ambient air temperatures and pressures.

Locomotive engine inlet air apparatus and method of controlling inlet air temperature

A cooling system (,) for a turbocharged locomotive engine (,) including a two stage intercooler (,) for conditioning the combustion air (,). A first coolant loop (,) includes a first stage intercooler (,), the engine coolant passages (,), a radiator (,), a first tank (,), an oil cooler (,), and a first pump (,). A second coolant loop (,) includes a second stage intercooler (,) a subcooler (,), a second tank (,), and a second pump (,). A fluid connection is provided between the first coolant loop (,) and the second coolant loop (,) to provide heat there between during conditions of overcooling of the second coolant loop (,). Flow control valves forming a portion of first coolant loop (,) may be embodied in a single rotor-sleeve flow control valve (,).

Locomotive cooling system

A cooling system for a turbo-charged internal combustion engine utilizing a unified flow control valve capable of changing the mode of operation of the system in response to a varying heat demand. The unified flow control valve may be a solenoid operated slider valve having a cylinder with connections to the engine water jacket outlet, the intercooler inlet, the radiator inlet and outlet, and the water tank, and a piston having rows of openings which when aligned with the cylinder connections provide flow paths corresponding to various modes of operation.

Cooling system for internal combustion engine

An enhanced split cooling system for a turbocharger and an engine includes an oil cooler, a three-way valve assembly and a four-way valve assembly for controlling the flow of coolant, and radiators and subcoolers, for controlling coolant temperature. The valve assemblies are independently controllable to direct coolant through an oil cooler and a turbocharger intercooler either directly from the engine if the oil cooler and intercooler require heating or from the radiators and subcoolers if the oil cooler and intercooler require cooling. Depending upon the engine operating temperature, the valve assemblies can be configured to establish at least three different coolant processing modes.

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Erie, PA, United States of America

Peter Loring Valentine