Abstract: A method for determining engine oil system health includes determining an oil level in an engine oil sump of an engine, determining an oil consumption rate of the engine based on a current oil volume and a time at which the oil was last replenished, determining a remaining useful oil volume based on the oil consumption rate and duty cycle data of the engine, and generating an alert in response to the oil consumption rate being greater than a predetermined threshold, the alert comprising a command to a controller associated with the engine to cause the engine to perform an action.

Abstract: An energy-management system of a train performs real-time assessment of operating parameters of the train and characteristics of a route using machine-learning algorithms. A consist management module within the energy-management system evaluates predictions of future performance by the train when different numbers of locomotives within a consist are inactive. Calculating and comparing operating benefits obtained from the predictions with respect to an upcoming distance, the consist management module identifies a number of locomotives to place in an isolation mode to provide efficient operation of the train. The number identified is provided to a driving strategy module for consideration in maneuvering the train over the upcoming distance.

Abstract: A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train and a data acquisition hub configured to acquire signals from sensors, wherein the signals are indicative of real-time force and displacement measurement data from each of draft gears and couplers interconnecting each locomotive with another locomotive or with non-powered rail cars, acquire synchronized messages transmitted from offboard the train or from other locomotives of the train over a range of frequencies used by voice radios on the train for communicating between the locomotives, wherein the synchronized messages include real-time information on starting the train, stopping the train, and the next two speed limits for the train, and acquire heuristic data indicating the locomotive's motion during a predetermined period of time.

Abstract: A health monitoring system for a prime mover of a locomotive is disclosed. The health monitoring system comprises: the prime mover having a cylinder head with a first bank and a second bank; an EGR cooler; a turbocharger; a first temperature sensor provided on a first exhaust and a second temperature sensor provided on a second exhaust; a barometric pressure sensor; a controller in communication with the first temperature sensor, the second temperature sensor, and the barometric pressure sensor, the controller configured to: monitor a temperature relationship between the first temperature sensor and the second temperature sensor in real time at varying altitudes and atmospheres; detect instances of temperature differentials during operation; and identify an operational issue when instances of temperature differentials exceeds a temperature differential limit.

Abstract: Techniques for detecting failures associated with fuel distribution systems. The techniques may include receiving first oil pressure data associated with an engine of a machine and receiving second oil pressure data associated with a high-pressure pump supplying fuel to the engine. Based at least in part on the first oil pressure data and the second oil pressure data, an impending failure associated with the high-pressure pump may be determined. For instance, utilizing the first oil pressure data and the second oil pressure data, a difference between a first oil pressure value associated with the engine and a second oil pressure value associated with the high-pressure pump may be calculated. The difference in the oil pressure values and the second oil pressure value may be indicative of the impending failure. In some instances, an action may be performed based on detecting the impending failure.

Abstract: Systems and methods for controlling battery electric locomotives are disclosed. The method for controlling battery electric locomotives includes receiving, via one or more processors, a first set of data associated with the battery electric locomotives of a consist in a train, wherein the first set of data includes battery system data. The method includes processing, via one or more processors, the first set of data to determine the operating conditions of the battery electric locomotives. The method includes causing, via one or more processors, an update to the in-memory representation of the battery electric locomotives in a database to set the battery electric locomotives to a run-state mode or a dynamic braking mode. The method includes generating, via one or more processors, one or more commands for operating the battery electric locomotives of the train based on the updated in-memory representation.

Abstract: A hybrid propulsion system for a locomotive is disclosed. The hybrid propulsion system comprises: ground engaging elements associated with the locomotive; a prime mover for powering propulsion of the ground engaging elements; a traction motor associated with the ground engaging elements; a battery associated with the traction motor; and a controller. The controller includes a route dataset having a topography of a route of the locomotive. The controller is configured to: analyze the topography of the route and location of the locomotive; identify when the locomotive enters a geofence area; and activate a boost mode to discharge an electric energy stored in the battery to the traction motor to boost a tractive force of the ground engaging elements.

Abstract: A hierarchy of procedures sets pacing schedules for trains operating in a railroad network. At a train level of the hierarchy, a network coordinator sends time windows to a train indicating when the train should arrive at or depart from a siding along its track. The time windows provide flexibility for the train to adjust its pace as needed, for example, to conserve fuel. At a territory level, if the train indicates that it cannot comply with the time windows, the coordinator evaluates and adjusts pacing schedules at least for other trains sharing the same track in the territory to avoid conflicts, again providing time windows for the trains to adjust their pace as needed. At a network level, the coordinator ensures that pacing schedules adjusted for a territory also meet time windows set for trains crossing a boundary into another territory in the network.

Abstract: A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train. Each of the plurality of locomotives may also include an analytics engine and a calibration engine configured to assimilate, analyze, and calibrate real time information from the locomotives and from draft gears and couplers interconnecting the locomotives and non-powered rail cars with determinations made by the independent virtual in-train forces modeling engine onboard the respective locomotive, with the plurality of locomotives of the train being configured to operate collectively and coordinate their own acceleration values based on a common goal of minimizing in-train forces without being dependent on command and control signals from a lead locomotive or central command.

Abstract: Systems and methods of generating synthetic training data for training an AI model usable to operate a train are disclosed. A method of generating the synthetic training data includes obtaining run data corresponding to a real-world run of the train. The method includes generating a physics-based simulation of the real-world run of the train. The method includes receiving a user input modifying at least one operation command of the train in the physics-based simulation. The method includes updating the physics-based simulation based on the received user input. The method includes generating the synthetic training data for training the AI model, based on the updated physics-based simulation.

Abstract: A locomotive propelled by a hybrid power system includes a boost mode of operation accessible on-demand by the operator. When a throttle is set to deliver maximum power from a diesel-electric engine, an operator can select actuators separate from the throttle to request that a control module deliver additional electrical power from batteries. The actuators may be soft keys or a touchscreen on a computer monitor or mechanical switches as part of the locomotive cab. The actuators provide boost notches of additional power beyond the typical eight notches on the throttle at least for transient conditions, and existing locomotives may be easily and inexpensively retrofitted with the actuators.

Abstract: A mechanism to communicate in a secure manner between locomotives of a train consist is disclosed. Controllers on locomotives generate data packets and encode them according to one of a plurality of modulation schemes and transmit the encoded data packets according to one of a plurality of frequencies. The frequencies and/or modulation schemes used to transmit data are changed periodically by the transmitting controller in a sequence. The receiving controller is aware of the current frequency and/or modulation scheme being used and can, therefore, decode the transmitted data. Since the transmission frequency and/or modulation scheme is not known by a malicious actor, the data communications between the controllers is secure. The sequence of frequencies and/or modulation schemes may be communicated between the two controllers during a handshaking procedure to set up communications. Clocks of the communicating controllers may be synchronized to enable the frequency and/or modulation hopping scheme.

Abstract: A mechanism to determine whether conditions are correct for coupling one train consist to another train consist is disclosed. Controllers on locomotives are configured to determine the forces and/or compression state between locomotives and/or cars of a consist based at least in part on an intra-train force model and measured sensor data. The controllers also determine the relative speed of the consists that are to be joined. Based at least in part on the compressive state of at least one of the consists and the relative speed of the consists, the controller determines whether the conditions are suitable to couple the two consists. In some cases, terrain data, such as upcoming slope of tracks data may also be used in determining whether conditions are suitable for coupling consists. In further cases, the operation of at least one consist may be modified to achieve suitable conditions for coupling the two consists.

Abstract: A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train. Each of the plurality of locomotives may also include an analytics engine and a calibration engine configured to assimilate, analyze, and calibrate real time information from the locomotives and from draft gears and couplers interconnecting the locomotives and non-powered rail cars with determinations made by the independent virtual in-train forces modeling engine onboard the respective locomotive, with the plurality of locomotives of the train being configured to operate collectively and coordinate their own acceleration values based on a common goal of minimizing in-train forces without being dependent on command and control signals from a lead locomotive or central command.

Abstract: A train control system includes independent virtual in-train forces modeling engines onboard each of a plurality of locomotives in a train and a data acquisition hub configured to acquire signals from sensors, wherein the signals are indicative of real-time force and displacement measurement data from each of draft gears and couplers interconnecting each locomotive with another locomotive or with non-powered rail cars, acquire synchronized messages transmitted from offboard the train or from other locomotives of the train over a range of frequencies used by voice radios on the train for communicating between the locomotives, wherein the synchronized messages include real-time information on starting the train, stopping the train, and the next two speed limits for the train, and acquire heuristic data indicating the locomotive's motion during a predetermined period of time.

Abstract: A charge receiving system comprises a first charge receiving rail and a second charge receiving rail attached to a roof of a compartment of a locomotive. The first charge receiving rail is disposed at a first angle relative to a center line of the roof in a longitudinal direction of the locomotive and extends beyond a first edge of the roof, and is configured to electrically contact a first charging contact of an external charging unit and electrically connect to a first polarity terminal of one or more batteries. The second charge receiving rail is disposed at a second angle relative to the center line of the roof and extends beyond the first edge of the roof, and is configured to electrically contact a second charging contact of the external charging unit and electrically connect to a second polarity terminal of the one or more batteries.

Abstract: A bearing assembly installed within a turbocharger housing between a turbine wheel and a compressor impeller mounted for rotation together on a turbocharger shaft may include a journal bearing disposed on a corresponding portion of the turbocharger shaft, a thrust bearing having a thrust bearing surface, and a bearing carrier. The bearing carrier may include a carrier body, a carrier body bore extending axially through the carrier body and receiving the journal bearing therein, and a thrust bearing seat on the exterior of the carrier body facing the turbine wheel. The thrust bearing seat may have a complimentary shape to the thrust bearing surface of the thrust bearing, the thrust bearing disposed between the carrier body and the turbine wheel and engaging the thrust bearing seat. The bearing assembly may further include an anti-thrust bearing surface facing the compressor impeller, and an anti-thrust bearing mounted to the anti-thrust bearing surface.

Abstract: A cylinder head assembly includes a cylinder head casting, and an injector sleeve within an injector bore in the cylinder head casting. The injector sleeve includes a first sleeve end, and an injector clamping surface formed by an inner sleeve surface adjacent to a cylindrical second sleeve end. The injector sleeve further includes a sleeve clamping surface in contact with an upward facing middle deck surface of the cylinder head casting, and a reaction wall extending between the injector clamping surface and the sleeve clamping surface to transfer an injector clamping load to the upward facing middle deck surface.

Abstract: A bearing support for a turbocharger, the bearing support including a body, a bore extending axially through the body and dimensioned to receive a bearing and a portion of a planet carrier, and a plurality of pilots. Each pilot may be formed on an external surface of the body, and each pilot may be machined for an interference fit with a different component of the turbocharger.

Abstract: An impeller attach mechanism for a turbocharger including a stud extending from a central bore of a compressor impeller toward a turbine wheel, the stud having a first threaded region and a second threaded region; a shaft coupled to the turbine wheel and extending toward the compressor impeller, the shaft having a leading portion, the leading portion having a threaded interior configured to engage the second threaded region of the stud; and an insert having an internal portion and an external portion, the internal portion having a threaded external surface to engage the compressor impeller, the internal portion having a threaded internal surface to engage the first threaded region of the stud, the external portion configured to surround the leading portion of the shaft.