Electro-Motive Diesel, Inc.

Gm Global Technolgoy Operations, Inc.

Teoman Uzkan

Keith E Moravec

Thomas G Gallagher

Edward John Cryer

Lawrence Benard Jordan, Jr

An energy recovery arrangement is disclosed for use with an engine. The energy recovery arrangement may include a closed circuit containing a high-pressure working fluid, a first boiler configured to receive waste heat from a first source on the engine, and a second boiler disposed upstream of the first boiler and configured to receive waste heat from a second source on the engine. The energy recovery arrangement may also include an energy extractor disposed at a location downstream of the first and second boilers, a condenser disposed at a location downstream of the energy extractor, and a pump disposed at a location downstream of the condenser and upstream of the first and second boilers. The energy recovery arrangement may further include a recuperator disposed in parallel with the second boiler and configured to transfer heat from working fluid exiting the extractor to working fluid exiting the pump.

Energy recovery arrangement having multiple heat sources

An engine system for a machine is disclosed. The engine system may have an intake manifold configured to direct air into a donor cylinder and a non-donor cylinder of an engine. The engine system may also have a first exhaust manifold configured to direct exhaust from the non-donor cylinder to the atmosphere. The engine system may also have a second exhaust manifold configured to receive exhaust from the donor cylinder. The engine system may further have a control valve configured to selectively direct a first amount of exhaust from the second exhaust manifold to the intake manifold. In addition, the engine system may have an orifice configured to allow a second amount of exhaust to flow from the second exhaust manifold to the first exhaust manifold.

Engine system for increasing available turbocharger energy

An exhaust emission reduction system for a fuel injected engine system has a plurality of emission reduction components configured to process the exhaust gas. The emissions reduction components include of one or more NOreduction components and one or more filtration components configured to reduce particulate matter, hydrocarbons and/or carbon monoxide emissions. Each engine cylinder is associated with a respective one of the emission reduction components, such that exhaust gas from each engine cylinder flows through the respective one emission reduction component in parallel with the exhaust gas flows from the other cylinders through their respective emission reduction components.

System for reducing engine emissions and backpressure using parallel emission reduction equipment

A system is disclosed for use with an engine. The system may have an intake manifold configured to direct air into combustion chambers of the engine. The system may also have an auxiliary device and an exhaust manifold configured to direct exhaust from the combustion chambers of the engine through the auxiliary device to the atmosphere. The system may additionally have a conduit associated with fewer than all of the combustion chambers of the engine and extending to the auxiliary device in parallel with the exhaust manifold, and an auxiliary valve disposed within the conduit and selectively movable between a flow-passing position and a flow-blocking position.

Engine system having dedicated auxiliary connection to cylinder

An engine system for a machine is disclosed. The engine system may have an intake manifold configured to direct air into a donor cylinder and a non-donor cylinder of an engine. The engine system may have a first exhaust manifold configured to direct exhaust from the non-donor cylinder to the atmosphere and a second exhaust manifold configured to receive exhaust from the donor cylinder. The engine system may further have a control valve configured to selectively direct a first amount of exhaust from the second exhaust manifold to the intake manifold and an after-treatment component configured to treat the first amount of exhaust. In addition, the engine system may have a controller configured to adjust a first operating parameter of the donor cylinder such that a ratio of an amount of a gaseous component and an amount of particulate matter in the first amount of exhaust exceeds a predetermined threshold.

Engine system with passive regeneration of a filter in EGR loop

An system is disclosed for use with an engine. The system may have an intake manifold configured to direct air into combustion chambers of the engine, and an exhaust manifold configured to direct exhaust from the combustion chambers to the atmosphere. The system may also have at least one conduit extending from a first of the combustion chambers to a second of the combustion chambers, and at least one valve associated with the at least one conduit. The at least one valve is configured to pass fluid from the first of the combustion chamber to the second of the combustion chambers during a compression stroke of a first piston within the first of the combustion chambers and during an expansion stroke of a second piston within the second of the combustion chambers.

Engine system having dedicated cylinder-to-cylinder connection

The present disclosure is directed to a power control system for a consist. The consist may include a plurality of locomotives, each locomotive having an engine. The power control system may include a plurality of locomotive controllers. Each locomotive controller may be associated with one of the engines and configured to monitor temperature and power conditions of the associated engine. The power control system may also include a central controller adapted to receive temperature and power conditions from each locomotive controller and to determine desired power levels for each engine in the consist based on the received temperature and power conditions of the plurality of locomotives.

Power control system for a locomotive consist

A cooling system including an intake air cooling subsystem and a liquid cooling subsystem for controlling intake air temperatures in a supercharged internal combustion diesel locomotive engine. The intake air cooling subsystem includes an air-to-water aftercooler and an air-to-air aftercooler having intake air sides connected to receive intake air flow in series between a supercharger and an engine. The liquid cooling subsystem includes at least one liquid cooling loop having a pump, a radiator and a water coolant side of the air-to-water aftercooler. At least one shared fan circulates air flow to the cooling air sides of the air-to-air aftercooler and the radiator. An optional air distribution control selectively directs circulated air flow between the air-to-air aftercooler, the radiator and other optional components of the cooling system.

Combined aftercooler system with shared fans

A layover heating system () for a locomotive is provided. The layover heating system () is adapted to be used in conjunction with a conventional locomotive cooling systems. The layover heating system () includes a water tank and pump (). A layover heater () heats fluid in the layover heating system (). An orifice () is provided to control the flow Of fluid in the layover system () to generally balance the pressure on either side of the locomotive radiator. In this manner, fluid flow through the radiator is minimized, minimizing heat loss at the radiator. A variable orifice may be used that is adjustable in response to a signal generated from pressure sensors on each side of the radiator and processed by a central processing unit.

Layover heating system for a locomotive

Modified locomotive engine cooling systems are designed to reduce engine emissions and improve engine efficiency. The systems include separate main engine and turbocharger aftercooler coolant loops that are joined when extra engine cooling is required. Studies determined that by reducing and optimizing the aftercooler loop coolant flow rate, the amount of heat transfer from the engine inlet air to the radiator cooling air could be increased. Thus, a significant increase in aftercooling could be obtained by reducing the coolant temperature at the inlet of the aftercooler and this could be accomplished by reducing the rate of flow of coolant in the aftercooler loop. This improvement and how it may be applied in practice are fundamental features of the cooling system and method.

Locomotive engine cooling system and method

A locomotive engine cooling system has a pair of radiator banks having substantially the same cooling capacity. The system has separate engine and aftercooler coolant loops and assigns one of the radiator banks exclusively to each of the loops, with the maximum cooling capacity being less than that required to absorb an engine heat load in a predetermined, warmed-up mode of operation but greater than that required to absorb an aftercooler heat load in the same predetermined, warmed-up mode of operation. To balance the system, a linking conduit directs a portion of the hot coolant exiting the engine to a conduit leading directly to the aftercooler radiator to supplement the maximum cooling capacity of the engine radiator with a predetermined portion of the maximum cooling capacity of the aftercooler radiator in absorbing the engine heat load. A return flow conduit from the aftercooler radiator to the engine may be a common coolant tank, a separate conduit or both. A valved conduit in parallel with the linking conduit selectively provides additional coolant flow from the engine to the aftercooler radiator to absorb additional heat from the engine for engine temperature limiting at higher loads and/or ambient temperatures. The arrangement simplifies connections to the radiators for reduced cost, improves cooling system efficiency, reduces thermal stresses in the radiators, and permits linking valve operation in a preferred closed condition in normal, warmed-up operation.

Locomotive engine cooling system

A turbocharged engine cooling system has separate, complete engine and aftercooler coolant loops connected by a linking conduit with a link valve and a fan apparatus providing air flow through both engine and aftercooler radiators. The fan apparatus is controllable to vary the air flow in a series of discrete cooling levels. An engine cooling control is responsive to a coolant temperature in the engine coolant loop to control the fan apparatus and to derive and output a signal indicative of a desired level of cooling between the selected one and an adjacent one of the discrete cooling levels. An aftercooler cooling control is responsive to a coolant temperature in the aftercooler coolant loop and the signal output by the engine cooling control to control the link valve so as to vary the temperature of coolant in the engine cooling loop, by controlled mixing of coolant of lower temperature from the aftercooler cooling loop, so as to achieve the desired level of cooling indicated by the signal.

Turbocharged engine cooling system control with fuel economy optimization

An internal combustion engine, such as a diesel engine for a diesel electric locomotive, is provided with a turbocharger having an aftercooler. A cooling apparatus for the engine is provided with a main coolant loop having a pump and a radiator and an aftercooler coolant loop having a pump and a radiator. The coolant temperature in the aftercooler coolant loop is maintained lower than the coolant temperature in the main coolant loop when the coolant flows of the main and aftercooler coolant loops are maintained separate. Linking conduits are provided from a point in the aftercooler coolant loop to a point of lower pressure in the main coolant loop and from a point in the main coolant loop to a point of lower pressure in the aftercooler coolant loop; and valve apparatus in at least one of the linking conduits is activatable by a control in response to an engine operation related parameter between a first condition preventing coolant flow therethrough so as to maintain coolant flows in the main and aftercooler coolant loops separate and a second condition allowing coolant flow therethrough so as to allow mixing of coolant between the main and aftercooler coolant loops. Activation of the valve apparatus thus provides a shift in the cooling capacity of the cooling apparatus between the main and aftercooler coolant loops.

Turbocharged engine cooling apparatus

A water cooling system for a locomotive engine that enables the engine to operate at a maximum power level that generates a maximum permissible engine cooling water temperature corresponding to a particular ambient air temperature. The water cooling system can be either an open-loop or a closed-loop controlled system. In the open-loop control system, an ambient air temperature sensor measures the ambient air temperature. When the ambient air temperature exceeds a predetermined value, a signal from the temperature sensor to a signal processor automatically causes the engine power to derate in accordance with the temperature such that the heat generated by the engine maintains the water temperature of the cooling water constant. An ambient pressure sensor senses ambient pressure such that a correction factor is supplied to correct for cooling losses at higher altitude. In the closed loop system, the signal processor generates an error signal as the difference in the maximum allowable engine-out water temperature and the measured water temperature. The signal processor then generates a signal causing the engine power to derate such that the heat generated by the engine maintains the water temperature near the specified design limit. A throttle notch 8 to 6 knock-down cooling procedure is also incorporated as a safety mechanism in the event that the other cooling system fails.

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Indian Head Park, IL, United States of America

Teoman Uzkan