Abstract: A system and method for starting a large diesel engine using at least one hydraulic motor includes an auxiliary power unit having a hydraulic pump for driving a hydraulic motor coupled to the diesel engine. The hydraulic pump may automatically pump oil from the diesel engine into a pressure reservoir until a pressure set point is exceeded. When the pressure set point is exceeded, a relief/check valve positioned between the pressure reservoir and the hydraulic pump may open to divert some lubrication oil through a heater and back into the diesel engine. To start the diesel engine, a solenoid-controlled valve, positioned between the pressure reservoir and a hydraulic motor coupled with the diesel engine, may be opened to release pressurized oil to the hydraulic motor. After energizing the hydraulic motor, the oil may be diverted back to a sump of the diesel engine.

Abstract: Systems and methods for reducing engine emissions in a locomotive are presented. In an embodiment, a fuel injector or a fuel injection pump of a fuel injection mechanism includes a plunger with an upper helix whose angle changes between points on the plunger that correspond to an idle throttle position and a full throttle position. As such, injection timing is optimized, and engine emissions are reduced.

Abstract: Systems and methods for providing auxiliary power to a large diesel engine allow shutdown of the engine in various weather conditions. An auxiliary power unit (APU) comprising a secondary engine coupled to an electrical generator is provided. An automatic control system shuts down the primary engine after a period of idling, and the APU provides electrical power for heating and air conditioning. The APU automatically starts in response to a low coolant temperature, low battery voltage, and low air reservoir pressure. It may also start automatically after extended shutdown to ensure reliability. Automatic primary engine shutdown is defeated if the secondary engine is disabled.

Abstract: A skipfire control system for use in a locomotive engine includes a plurality of skipfire mechanisms. Each skipfire mechanism is operatively associated with a respective injector rocker arm of the plurality of cylinders of the engine. Each skipfire mechanism includes an actuator movable between an inoperative position wherein the actuator allows the camshaft of the engine to engage and move the associated injector rocker arm to actuate the associated fuel injector, and an operative position wherein the actuator disengages the associated injector rocker arm from the camshaft to prevent the associated rocker arm from actuating the associated fuel injector. A skipfire controller is operatively connected to the skipfire mechanisms and is responsive to an engine operating parameter to actuate selected ones of the skipfire mechanisms to move the actuators thereof to operative positions to prevent actuation of the fuel injectors associated with the selected ones of the skipfire mechanisms.

Abstract: A fuel heater for a tank includes an elongated member that fits through an opening in the tank. The elongated member includes a first tube that defines a fuel channel and ends with a bottom fuel intake. Fuel may be drawn from the tank and conveyed by a supply side line coupled to the first tube. A second tube of the elongated member is coupled to a return side line that conveys warmed fuel back to the tank. A third tube substantially coaxially surrounds the first tube, and an outlet of the second tube enters the third tube. A heat trace may be employed to warm the fuel. Accordingly, the temperature of fuel in the tank may be maintained above the cloud point temperature.

Abstract: Systems and methods for reducing engine emissions in a locomotive are presented. In an embodiment, a fuel injector or a fuel injection pump of a fuel injection mechanism includes a plunger with an upper helix whose angle changes between points on the plunger that correspond to an idle throttle position and a full throttle position. As such, injection timing is optimized, and engine emissions are reduced.

Abstract: Systems and methods for reducing engine emissions in a locomotive are presented. In an embodiment, the primary engine of a locomotive has an associated auxiliary power unit (APU). Exhaust from the APU is directed into an air intake system of the primary engine. The APU may be selectively operated based on a current operating condition of the locomotive.

Abstract: Systems and methods for reducing engine emissions in a locomotive are presented. In an embodiment, a fuel injector or a fuel injection pump of a fuel injection mechanism includes a plunger with an upper helix whose angle changes between points on the plunger that correspond to an idle throttle position and a full throttle position. As such, injection timing is optimized, and engine emissions are reduced.

Abstract: A diesel engine injection timing signal interceptor module comprised of a micro-controller-based control module and interface circuitry that intercepts engine speed and position signals from engine sensors and produces output signals which are shifted in time (advanced or retarded) relative to the sensor signals. By controlling the amount of time shift, the interceptor manipulates fuel injection timing. Use of the interceptor module provides the ability to reduce NOx emissions while achieving acceptable fuel consumption, without having to change the engine's sensors, electronic controller or fuel injectors.

Abstract: A locomotive emissions reduction kit and method of earning emission credits enables an auxiliary power unit dedicated to a locomotive diesel engine allowing shutdown of such engine in all weather conditions, thereby significantly reducing exhaust emissions. An auxiliary power unit made up of a secondary engine with substantially lower exhaust emissions coupled to an electrical generator is provided. An automatic control system shuts down the locomotive engine after a period of idling and the auxiliary power unit provides electrical power for heating and air conditioning. In cold weather, the auxiliary power unit maintains the locomotive engine coolant and lube oil warm to facilitate engine restart. The coolant system is kept warm using a heat exchanger and electrical heaters. The lube oil system is kept warm using a recirculating pump and electrical heaters. A geographic position determination unit generates locomotive location information.