Abstract: A system is disclosed for controlling fuel injectors in an internal combustion engine having a plurality of individual engine cylinders with associated pistons. The system includes at least one electronic engine control module configured to control the fuel injectors and having a memory with predetermined injector firing patterns stored therein. The firing patterns specify the fuel injectors to be fired and the fuel injectors to be skipped, in an engine cycle under conditions of reduced power demand. For each engine cycle in a succession of cycles under the reduced power demand condition, the engine control module determines the number of fuel injectors to be fired based upon the reduced power demand data, selects from the stored predetermined firing patterns a firing pattern specifying the injectors to be fired and the injectors to be skipped, and orders the specified fuel injectors to be fired sequentially in accordance with the selected predetermined firing pattern.

Abstract: A system is provided to expedite the transfer of data between an offboard server and a a locomotive in a consist. A wireless device may be located on each of a plurality of locomotives in the consist. A router may be located on each of the locomotives in the consist, with each router being communicatively coupled to an associated wireless device. A client processor may be located onboard each of the locomotives in the consist, with each client processor being configured to divide data to be transferred between the offboard server and the client processor into a plurality of subsets of data packets, and request transfer of each of the plurality of subsets of data packets in parallel between the offboard server and a different one of the routers on a different one of the plurality of locomotives.

Abstract: A top deck area of a crankcase is provided. The top deck area includes an exhaust elbow extending from a side surface towards a top surface of the top deck area. The top deck area also includes a plate. The plate is configured to define a first chamber and a second chamber within the top deck area. The first chamber is configured to at least partially enclose the exhaust elbow. The second chamber is configured to provide a passage for a fluid flow such that the plate is disposed to isolate the second chamber from the exhaust elbow.

Abstract: The present disclosure is directed to a distributed control system for a locomotive. The distributed system may include a network, a plurality of electronic modules and a plurality of control elements distributed within the locomotive. Each of the electronic modules is communicatively coupled to the network in a standardized scalable architecture. Each of the electronic modules may be programmatically reconfigurable to implement distributed control of the locomotive. A first electronic module and a second electronic module of the plurality of electronic modules may be communicatively connected to one of the plurality of control elements via separate communication paths. The first electronic module may be configured to control the control element, and the second electronic module may be configured to control the control element when the first electronic module enters into a failure condition.

Abstract: A consist communication system is disclosed for use with a train consist. The system may have a sensor associated with a component of the consist and configured to generate a signal indicative of a performance parameter of the component. The system may further include a controller, a fluid conduit, at least a first cable disposed within the fluid conduit and configured to transmit the signal from the sensor to the controller, and a glad-hand coupling fixedly connected to an end of the fluid conduit.

Abstract: The disclosure is directed to a tender car for a consist. The tender car may have a frame, a truck configured to support the frame, and a fuel tank mounted to the frame. The tender car may also have a wheel rotatably connected to the truck, and a motor operatively connected to the wheel and configured to drive the wheel. The tender car may further have a power supply configured to power the motor when the tender car is decoupled from the consist.

Abstract: A vehicle coupling fault detecting system is disclosed. The system may include first and second selectively-pressurized fluid conduits containing first and second communication cables that are communicatively coupled when the first and second fluid conduits are connected together. A pressure sensor may detect a pressure within the fluid conduits when the conduits are connected together, and communicate a signal indicative of the pressure through at least one of the first and second communication cables. A controller may receive the signal and determine from the signal whether there is a fault in the connection between the first and second selectively-pressurized fluid conduits.

Abstract: The disclosure is directed to a fuel system for a consist. The fuel system may have a tank located on a tender car of the consist and configured to hold a supply of liquefied gaseous fuel. The fuel system may also have an accumulator located on a daughter locomotive of the consist and configured to hold a supply of gaseous fuel. The fuel system may further have at least one conduit fluidly connecting the tank to the accumulator and the accumulator to a first engine on a lead locomotive of the consist.

Abstract: A locomotive consist control system may include a lead controller associated with a lead locomotive of the consist, and a secondary controller associated with a trailing locomotive of the consist and communicatively coupled by a communication link with the lead controller. The lead controller may be configured to receive a generator voltage or current output from a power bus electrical characteristics sensor associated with each locomotive, determine a total electrical power output requirement for the consist, determine an electrical power output requirement for each locomotive in the consist, and supply instructions to dynamically adjust an output voltage or current generated by a generator associated with each locomotive to a desired voltage or current anywhere within the rated capacity of the generator.

Abstract: A system for distributing energy among a plurality of power consumers may include a plurality of reaction cells configured to receive electrolytes and provide electric power. The system may also include a first tank configured to contain a supply of fluid including positively charged electrolytes and a second tank configured to contain a supply of fluid including negatively charged electrolytes. The system may also include at least one pump configured to pump fluid among the plurality of reaction cells and the first and second tanks. The system may include a controller configured to control operation of the at least one pump based on a desired power supply to at least one of the plurality of power consumers.

Abstract: The disclosure is directed to a communication method for use with a train consist having a locomotive and a tender car. The communication method may include transmitting between the locomotive and the tender car operational data captured by network components located onboard at least one of the locomotive and the tender car. The method may further include selectively adjusting an operation of at least one of the locomotive and the tender car based on the data.

Abstract: An exhaust system is disclosed for use with an engine. The exhaust system may have an exhaust duct, an aftertreatment component disposed within the exhaust duct, and a resistive grid disposed within the exhaust duct at a location upstream of the aftertreatment component. The exhaust system may further have a controller configured to determine a need to heat the aftertreatment component to a threshold temperature, determine a load increase that should be placed on the engine to raise a temperature of exhaust exiting the engine when the aftertreatment component needs to be heated, and determine an amount of electrical power that should be applied to the resistive grid to raise the temperature of the exhaust. The controller may also be configured to selectively implement a combination of engine load increase and application of electrical power to the resistive grid to raise the temperature of exhaust to the threshold temperature.

Abstract: The disclosure is directed to a communication system for a consist having a locomotive and a tender car. The communication system may have a locomotive access point configured to be located onboard the locomotive, a locomotive controller connected to the locomotive access point, a tender car access point configured to be located onboard the tender car, and a tender car controller connected to the tender car access point. The communication system may also have at least one network component configured to be located onboard the locomotive or the tender car and connected with a corresponding one of the locomotive and tender car access points, and a communication coupling extending between the locomotive and tender car access points. The locomotive and tender car controllers may be configured to selectively affect operation of the locomotive and tender car, respectively, based on operational information obtained via the at least one network component.

Abstract: A roller assembly for application to a roller rocker arm is disclosed. The roller assembly includes a pin mountable to the roller rocker arm. The pin consists of a carbon steel. An inner race assembly operably connectable to the pin is provided, which includes an inner race member and an outer race member. The inner race member includes carbon steel and the outer race member includes a bronze material. The outer race member is fused to the inner race member, defining a contiguous and unitary inner race assembly. Moreover, a roller member is structured and arranged to be in rotatable engagement with the inner race assembly.

Abstract: A system for collecting and communicating data associated with at least one of a plurality of machines includes a sensor. The sensor is configured to monitor an operational condition of the at least one associated machine and provide signals indicative of the operational condition. The system includes at least one local data system, including a processor, associated with the machine and configured to receive signals from the sensor, detect an event affecting the at least one machine based on the signals received from the sensor, and communicate data relevant to the detected event to a location remote from the at least one machine. A central data system including a processor and configured to receive the data relevant to the detected event and communicate with other machines of the plurality of much such that the other machines communicate data relevant to the detected event to the central data system is included.

Abstract: The disclosure is directed to a tender car for a consist. The tender car may have a frame, a truck configured to support the frame, and a wheel rotatably connected to the truck. The tender car may also have a motor operatively connected to the wheel and configured to generate electric power when the wheel is rotated. The tender car may further have a tank mounted to the frame and configured to hold a liquefied gaseous fuel, and a fuel pump mounted to the frame and configured to pump the liquefied gaseous fuel from the tank. The fuel pump may be driven by electric power generated by the motor.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction and constrained relative to the first and second axles in a tractive direction. The railway truck may further have a frame, at least one spring located vertically between the equalizer and the frame, and a link pivotally connected between the frame and the equalizer and configured to transfer tractive forces between the frame and the equalizer.

Abstract: In one aspect of the present disclosure, a tool for removing a dowel pin from a component is shown. The tool includes an elongated nut, a bolt, a hollow pipe, at least one washer, and a fastening nut. The elongated nut has a first end and a second end. The first end has a threaded portion to receive the dowel pin. The bolt has a threaded first end and threaded second end. The bolt threaded first end is configured to be threaded into the second end of the elongated nut. A hollow pipe is positionable to cover the elongated nut and the bolt such that the first end of the hollow pipe is positioned around the dowel pin and a portion of the bolt extends outward beyond the second end of the hollow pipe. At least one washer is disposed through a bolt to make contact with the second end of the hollow pipe. A fastening nut is engaged to thread onto the second end of the bolt and is configured to apply pressure to the at least one washer, thereby extracting the dowel pin.

Abstract: A lube car is provided for a locomotive configured to power a consist of revenue cars. The lube car includes a control unit, and a dispensing unit. The control unit is configured to determine one or more of a rolling resistance of the revenue cars, and a number of revenue cars trailing the lube car in the consist. The control unit is further configured to generate a control signal based on the determined rolling resistance, and number of revenue cars trailing the lube car in the consist. The dispensing unit is operatively connected to the control unit, and is configured to dispense lube onto an underlying rail based on the control signal. In an embodiment, a size and weight of the lube car is substantially smaller than a size and weight of the revenue cars thus allowing easy hoisting of the lube car with a lifting device.

Abstract: A railway truck is disclosed for use with a locomotive. The railway truck may have a first axle with a first end and an opposing second end, and a second axle with a first end and an opposing second end. The railway truck may also have a plurality of wheels connected to each of the first and second axles, and an equalizer operatively supported by the first and second axles in a vertical direction. The railway truck may further have a frame, at least a first spring disposed vertically between the equalizer and the frame and configured to transfer vertical forces from the equalizer to the frame, and at least a second spring located on a side of the frame opposite the first frame and configured to transfer vertical forces from the frame to a bolster assembly.