Abstract: A golf club, such as a driver, includes a head designed for reducing spin imparted to a golf ball struck by the club head. The club head has a face portion for contacting a golf ball that is formed of a relatively hard material having a generally slippery characteristic. The golf ball slips on the face portion when a plane of the face portion at a point of contact between the ball and face portion is not generally normal to a direction of travel of the club head. The slippery characteristic may be obtained by forming the face of the club head from a sintered material impregnated with a lubricant such as PTFE. The club head may also include a plastic insert with a self-lubricating filler.

Abstract: A method of cooling a locomotive engine wherein the temperature of the coolant flowing into the engine is controlled in response to the temperature of the lube oil flowing out of the engine so that the difference between these two temperatures is limited to a predetermined value in order to limit the differential expansion between parts within the engine. The predetermined value may be a function of the lube oil temperature, and it may have an absolute maximum value. In the event that the temperature difference exceeds a predetermined value, the power output of the engine may be reduced as a function of the length of time that the temperature difference limit has been exceeded. The rate of change in coolant temperature may be limited during periods of decreasing lube oil temperature in order to limit the duty cycle demand on coolant system components.

Abstract: A connection of a tube to a machine includes a plurality of rolled grooves in a region of contact between the collet of a compression fitting and the tube. The grooves reduce the occurrence of fretting of the tube surface while a region of residual compressive stress formed in the tube proximate the bottom of each groove by the rolling process serves to counteract the stress concentration created by the grooves. In one embodiment a single groove formed in a thread pattern extends from above collet to within the area of contact.

Abstract: Automatic control of the temperature of the inlet air being supplied to the engine (12) of a locomotive (10) in order to optimize the performance of the engine (12) under a variety of ambient air temperatures and pressures. One or more valves (38) is utilized to control the flow of warm air from the engine compartment (14) into the air inlet path (20). The position of valve (38) is controlled by controller (42) in response to at least one of an ambient air temperature signal TA, an ambient atmospheric pressure signal PA, and an inlet air temperature signal TI. The temperature of the air flowing through the warm air flow path 28 may be controlled by selecting from among a plurality of possible inlets (30, 32, 50). By varying the volume and temperature of the air flowing through the warm air flow path (28), the temperature and density of the air supplied at the engine inlet (18) may be moderated across a broad range of ambient air temperatures and pressures.

Abstract: A diesel locomotive engine (10) having a combustion chamber (30) formed into the cylinder head (16) to have a diameter (D2) greater than the diameter (D1) of the cylinder liner (14). A piston (20) is disposed for reciprocating motion in the cylinder. The piston has a top wall (36) with a convex surface to form a generally ring-shaped combustion volume. A fuel injection nozzle (28) directs a flow of fuel into the combustion chamber in a direction generally along a radius of the generally ring-shaped combustion volume at a pressure of more than 1800 bar in one embodiment. A cooling passage (42) is formed in the cylinder head to remove heat energy, thereby reducing the production of the oxides of nitrogen during engine operation.

Abstract: An apparatus for deploying a propeller assembly from a folded configuration to a deployed, operational configuration, the apparatus comprising a propeller assembly hub which in conjunction with a propeller hub nut maintains an aerodynamically efficient shape after the propeller assembly is deployed, the propeller hub nut which is diametrically large enough to allow assembly of a drive shaft and a drive shaft bevel gear and includes a cavity to accept a spring detent, a propeller blade which protrudes from a journal located in the surface of the propeller assembly hub where when in its folded configuration, the propeller blade is in the same parallel axial direction as the drive shaft and when deployed is nutated to a radially outwardly extending operative position in response to rotating of a propeller blade bevel gear, the drive shaft rotated about its axis where one end engages a prime mover and a second distal end engages the hub nut, drive shaft bevel gear fixed to the drive shaft near the distal end whic

Abstract: A fluid flow control valve having a cam disposed near an opening of a fuel passage. The cam is operable to be rotated about a shaft by the action of a float. As a fluid level in a tank changes, the cam rotates from an open position remote from the opening to a closed position (as illustrated) proximate the opening. A gap remains between the cam and the opening, thereby allowing the fluid level to be drawn down to the bottom of opening. Float has a generally wedge shaped cross-section to minimize the effect of wave action in the fluid.

Abstract: An apparatus (11) for controlling the peak pressure in the combustion chamber (46) of a turbo-charged diesel locomotive engine (12). A pressure relief valve (56) is disposed in the compressor discharge downstream of the turbo-charger (18). The relief valve (56) is operable to release a selected amount (58) of the compressed air (24) produced by the compressor section (20) of turbo-charger (18). The actuation of valve (56) may be a function of the pressure of the compressed air (24), and/or a manifold air temperature signal (52) and a fuel injection timing signal (40). An actuator (60) attached to valve (56) is responsive to a valve position signal (62) generated by a controller (38) having the appropriate inputs and programmed logic capability.

Abstract: A start assist device for an engine having a means for supplying fuel to fewer than all of the cylinders of the engine at engine cranking speeds that are less than the speed wherein the fuel injection system provides fuel to all of the cylinders. In one embodiment for a diesel locomotive engine, fuel is supplied to two cylinders beginning at 45 RPM to assist the engine starter in achieving an engine cranking speed of 90 RPM wherein the fuel injection system begins to provide fuel to all of the cylinders.

Abstract: A woodwind instrument reed maintenance device that extends the life of a used reed by removing the tip of the reed by burning. The device achieves extended life, and a brighter or a more projected sound from a used reed due to the cauterization of the woody longitudinal fibers called vascular bundles, running vertically the entire length of the reed. The device holds the reed securely and is designed to retain the burned tip at the precise angles or arc of the cut of the tip so as to maintain a working relationship with the woodwind mouthpiece. In addition, the top portion utilizes an angled tip to not only secure the reed in the device, but to prevent back burn to playable areas of the reed surfaces.

Abstract: A method for extending the interval between lubricant changes in an internal combustion engine. A small volume of lubricant is removed from the engine at periodic intervals and combusted within the engine. Clean replacement lubricant is provided to replace the portion of the lubricant removed from the engine. A connection is provided between the lubricating circuit and the fuel supply system. The flow of lubricant through the connection may be controlled in response to the measurement of a quality perimeter of the lubricant. Replacement lubricant may be provided to the engine from an onboard storage tank.

Abstract: A sanitary system for a locomotive wherein the treatment tank is protected from freezing by the use of the heat available in the exhaust air removed from the toilet compartment. A sealed and insulated compartment is formed around the treatment tank, and a vent is connected between the toilet room and the insulated compartment. A suction line located at an opposed position in the insulated compartment is used to direct the flow of air from the toilet room, through the insulated compartment around the treatment tank, to the locomotive exterior. By eliminating the need for heat tracing of the treatment tank, this invention reduces the cost and energy usage of the locomotive sanitary system.

Abstract: An apparatus for ventilating the cabin of a locomotive wherein the ducts serve both a ventilating and a structural function. Horizontal duct provides support for floor in place of one or more of the regularly spaced joists. Horizontal duct may include stringers recessed into sound absorbing insulation within the duct. Vertical duct is formed in part from a portion of a wall of the control compartment of the locomotive cabin, thereby eliminating the need for separate wall sections. The space saved by using such structures for dual purposes may be used to increase the cross-sectional area of the ventilating apparatus, thereby allowing the speed of fan to be reduced to provide the desired ventilation at a reduced level of sound.

Abstract: A lubricating apparatus for an internal combustion engine incorporating a trap in fluid communication with a low point of the sump of the engine. The trap may house a plurality of meshes having a plurality of sizes for trapping precipitating solids. The trap may be isolated from the sump by a valve for cleaning of the trap and meshes. An auxiliary oil pump may provide a small flow of oil through the trap during periods of engine shutdown.

Abstract: An anti-polishing ring (143) formed to be integral with the cylinder head (132) of a diesel locomotive engine (120). A top portion (140) of a piston (128) of the engine is received by a skirt portion (142) of the cylinder head. The skirt portion has a diameter D4 that is greater than the piston diameter D3 but more than the diameter D1 of a cylinder liner (126). A coolant passage (148) may be formed in the cylinder head proximate the integral anti-polishing ring.

Abstract: A cooling system (10) for a turbocharged locomotive engine (12) including a two stage intercooler (20) for conditioning the combustion air (16). A first coolant loop (32) includes a first stage intercooler (38), the engine coolant passages (22), a radiator (34), a first tank (36), an oil cooler (30), and a first pump (40). A second coolant loop (42) includes a second stage intercooler (44) a subcooler (48), a second tank (46), and a second pump (50). A fluid connection is provided between the first coolant loop (32) and the second coolant loop (42) to provide heat there between during conditions of overcooling of the second coolant loop (42). Flow control valves forming a portion of first coolant loop (32) may be embodied in a single rotor-sleeve flow control valve (130).

Abstract: An engine cooling apparatus for cooling the engine prior to a scheduled maintenance activity. A cool down controller receives a maintenance cool down signal and operates to place the cooling fan, coolant pump, coolant bypass valve and air control shutter in their respective maximum or increased cooling modes. These components are maintained in their maximum or increased cooling mode until the engine reaches a predetermined temperature which may be a function of an ambient temperature control signal. Interlocks may be provided to incorporate a motion control signal and/or a brake control signal.

Abstract: A water craft having an adjustable fin assembly. The fin includes a base having a circular cross-section for rotating within a circular recess formed in a fin box attached to a water board. A means is provided for securing the fin at a predetermined angle of attack. The fin may be secured by a set screw or pin passing through the fin box and making contact with the base. The pin may pass through a hole in the base to provide vertical and rotational support for the fin. The pin may be moved between an engaged position and an unengaged position by the rotation of a gear interfacing with teeth formed on the pin. The fin base and fin box may include mating projections and slots for securing the angular position of the fin and an associated pin for retaining the fin within the fin box.

Abstract: A combination skimmer and waterfall apparatus for use with a pool or spa. A skimmer is provided with a waterfall supply opening operable to deliver a flow of waterfall water into the skimmer interior at a location above the surface of the water of the pool or spa. A channel, preferably attached to a lid of the skimmer, directs the flow of waterfall water from the waterfall supply opening to a location proximate a top portion of the skimmer inlet opening to the pool or spa. The flow of waterfall water is then directed downward to form a pleasing waterfall effect in front of the skimmer. A source of light may be disposed within the skimmer interior to provide a back light for the waterfall. The width of the waterfall may be somewhat less than the width of the skimmer inlet opening. Waterfall operation and flow rate may be controlled independently from the normal recycle flow through the pool/spa pump and filter.