Abstract: A method of bank to bank trimming for a locomotive engine during steady state operation comprises receiving a plurality of operating parameter signals, receiving a fuel quantity signal for each of a standard cylinder bank and a donor cylinder bank, providing a trim map, determining whether the engine is operating in a steady state condition based on the plurality of operating parameter signals, determining a target fuel injection duration for each of the standard cylinder bank and the donor cylinder bank if the engine is operating in a steady state condition, and adjusting an actual fuel injection duration to equal the target fuel injection duration for the standard cylinder bank and the donor cylinder bank.

Abstract: A method of bank to bank trimming for a locomotive engine during steady state operation comprises receiving a plurality of operating parameter signals, receiving a fuel quantity signal for each of a standard cylinder bank and a donor cylinder bank, providing a trim map, determining whether the engine is operating in a steady state condition based on the plurality of operating parameter signals, determining a target fuel injection duration for each of the standard cylinder bank and the donor cylinder bank if the engine is operating in a steady state condition, and adjusting an actual fuel injection duration to equal the target fuel injection duration for the standard cylinder bank and the donor cylinder bank.

Abstract: A continuous flow system for draining a fuel-water separator is disclosed. The fuel water separator is configured to separate water from fuel in a fluid received by the fuel-water separator and to output a first separated liquid that comprises water. The continuous flow system may comprise a return conduit fluidly connecting the fuel-water separator to a fuel tank. The return conduit may be configured to deliver the first separated liquid received from the fuel-water separator to the fuel tank. The fuel-water separator is in continuous fluid communication with the fuel tank through the return conduit.

Abstract: A jacket cooling system for an engine of a locomotive is disclosed. The jacket cooling system may comprise a jacket coolant pump driven by a crankshaft of the engine. The jacket cooling system may further comprise a coolant jacket associated with one or more components of the engine, and a delivery conduit in fluid communication with the outlet of the jacket coolant pump and configured to deliver a coolant from the jacket coolant pump to the coolant jacket. The jacket cooling system may further comprise a bypass circuit configured to divert the coolant away from the delivery conduit and the engine, and an electronically-controlled bypass valve in the bypass circuit. The bypass valve may allow at least some of the coolant to flow through the bypass circuit when a valve position of the bypass valve is at least partially open.

Abstract: An EGR cooler may include an EGR cooler housing having top, bottom and side walls, inlet and outlet end walls disposed at opposite ends, and a longitudinal axis extending in a direction of exhaust gas flow from the inlet end to the outlet end. A plurality of cooling tubes extend through the EGR cooler between the top and bottom walls, and are arranged in a cooling tube array to form an exhaust gas receiving area at an upstream side of the cooling tube array proximate the inlet end wall so that exhaust gas flowing into the EGR cooler through an exhaust gas inlet opening will flow into the exhaust gas receiving area and then disperse through the cooling tube array. A pitch distance between the cooling tubes may be greater proximate the longitudinal axis than proximate the side walls to promote flow through, instead of around, the cooling tube array.

Abstract: A jacket cooling system for an engine of a locomotive is disclosed. The jacket cooling system may comprise a jacket coolant pump driven by a crankshaft of the engine. The jacket cooling system may further comprise a coolant jacket associated with one or more components of the engine, and a delivery conduit in fluid communication with the outlet of the jacket coolant pump and configured to deliver a coolant from the jacket coolant pump to the coolant jacket. The jacket cooling system may further comprise a bypass circuit configured to divert the coolant away from the delivery conduit and the engine, and an electronically-controlled bypass valve in the bypass circuit. The bypass valve may allow at least some of the coolant to flow through the bypass circuit when a valve position of the bypass valve is at least partially open.

Abstract: According to one aspect of the present disclosure, a method of controlling an exhaust gas recirculation (EGR) system of an engine system includes determining a first EGR command according to a first method during a steady state engine condition, determining a second EGR command according to a second method during a transient engine condition, wherein the first method is based at least in part on values from a NOx sensor, and the second method is not based on values from a NOx sensor. The method further includes adjusting an EGR valve of the EGR system based on the first EGR command during the steady state engine condition, and adjusting the EGR valve based on the second EGR command during the transient engine condition.

Abstract: An energy recovery system for an engine system is disclosed. The engine system includes an engine, an exhaust conduit configured to receive exhaust gases discharged from the engine, and a first turbocharger coupled to the exhaust conduit to receive exhaust gases from the engine and provides compressed air to the engine. The energy recovery system includes a bypass conduit, a second turbocharger, and an accumulator. The bypass conduit is coupled to the exhaust conduit upstream of the first turbocharger, and facilitates a portion of exhaust gases from the exhaust conduit to bypass the first turbocharger. The second turbocharger is coupled to the bypass conduit, and is driven by the portion of exhaust gases bypassing the first turbocharger to compress air received from an ambient to a first pressure. The accumulator is in fluid communication with the second turbocharger, and stores air received from the second turbocharger at the first pressure.

Abstract: According to one aspect of the present disclosure, a method of controlling an exhaust gas recirculation (EGR) system of an engine system includes determining a first EGR command according to a first method during a steady state engine condition, determining a second EGR command according to a second method during a transient engine condition, wherein the first method is based at least in part on values from a NOx sensor, and the second method is not based on values from a NOx sensor. The method further includes adjusting an EGR valve of the EGR system based on the first EGR command during the steady state engine condition, and adjusting the EGR valve based on the second EGR command during the transient engine condition.

Abstract: An EGR cooler may include an EGR cooler housing having top, bottom and side walls, inlet and outlet end walls disposed at opposite ends, and a longitudinal axis extending in a direction of exhaust gas flow from the inlet end to the outlet end. A plurality of cooling tubes extend through the EGR cooler between the top and bottom walls, and are arranged in a cooling tube array to form an exhaust gas receiving area at an upstream side of the cooling tube array proximate the inlet end wall so that exhaust gas flowing into the EGR cooler through an exhaust gas inlet opening will flow into the exhaust gas receiving area and then disperse through the cooling tube array. A pitch distance between the cooling tubes may be greater proximate the longitudinal axis than proximate the side walls to promote flow through, instead of around, the cooling tube array.

Abstract: An energy recovery system for a power system is disclosed. The power system includes an engine, a generator driven by the engine, an electrical bus configured to receive electrical power from the generator, an exhaust conduit configured to receive exhaust gases from the engine, and a turbocharger coupled to the exhaust conduit. The energy recovery system includes a bypass conduit, a turbo-generator, and a synchronizer. The bypass conduit is coupled to the exhaust conduit, and facilitates a portion of exhaust gases from the exhaust conduit to bypass the turbocharger. The turbo-generator is coupled to the bypass conduit, and is driven by the portion of exhaust gases bypassing the turbocharger. Further, the synchronizer modulates one or more parameters of electrical power received from the turbo-generator based on one or more parameters of electrical power present on the electrical bus. The synchronizer transmits modulated electrical power to the electrical bus.

Abstract: An energy recovery system for an engine system is disclosed. The engine system includes an engine, an exhaust conduit configured to receive exhaust gases discharged from the engine, and a first turbocharger coupled to the exhaust conduit to receive exhaust gases from the engine and provides compressed air to the engine. The energy recovery system includes a bypass conduit, a second turbocharger, and an accumulator. The bypass conduit is coupled to the exhaust conduit upstream of the first turbocharger, and facilitates a portion of exhaust gases from the exhaust conduit to bypass the first turbocharger. The second turbocharger is coupled to the bypass conduit, and is driven by the portion of exhaust gases bypassing the first turbocharger to compress air received from an ambient to a first pressure. The accumulator is in fluid communication with the second turbocharger, and stores air received from the second turbocharger at the first pressure.

Abstract: An Exhaust Gas Recirculation (EGR) system for an engine system is provided. The EGR system includes an exhaust gas treatment module positioned upstream of an EGR cooler with respect to an exhaust gas flow direction. The exhaust gas treatment module is in selective fluid communication with an exhaust gas line of an engine. The EGR system also includes a bypass line in selective fluid communication with the exhaust gas line of the engine. The EGR system further includes a valve arrangement configured to route an exhaust gas flow through at least one of the exhaust gas treatment module and the bypass line.

Abstract: The exhaust gas recirculation system includes a plurality of coolers arranged in a predefined configuration that are configured to receive a flow of exhaust gas and a flow of coolant therethrough. The exhaust gas recirculation system further includes plurality of valves associated with each of the plurality of coolers. The plurality of valves is configured to regulate at least one of the flows of exhaust gas and the coolant through the corresponding cooler. The exhaust gas recirculation system also includes a control unit configured to selectively switch opening and closing of the plurality of valves such that at least one of the flow of exhaust gas and the flow of coolant through at least one cooler of the plurality of coolers is regulated during an operation of the exhaust gas recirculation system, to actively regenerate the at least one cooler.

Abstract: An Exhaust Gas Recirculation (EGR) system for an engine system is provided. The EGR system includes an exhaust gas treatment module positioned upstream of an EGR cooler with respect to an exhaust gas flow direction. The exhaust gas treatment module is in selective fluid communication with an exhaust gas line of an engine. The EGR system also includes a bypass line in selective fluid communication with the exhaust gas line of the engine. The EGR system further includes a valve arrangement configured to route an exhaust gas flow through at least one of the exhaust gas treatment module and the bypass line.

Abstract: A heat exchanger is disclosed for use with an air handling system. The heat exchanger may have an inlet, an outlet, and at least one passage fluidly connecting the inlet and the outlet. The at least one passage may include a wall configured to transfer heat between a first fluid inside the at least one passage and a second fluid outside the at least one passage. The heat exchanger may also have a plurality of heat conducting features disposed along a length of the at least one passage, and a foul-resistant coating applied to only a subset of the plurality of heat conducting features.

Abstract: An engine system is disclosed for use with an engine having at least a first cylinder and a second cylinder. The engine system may have a first exhaust manifold fluidly connected to the first cylinder, a second exhaust manifold fluidly connected to the second cylinder, and a recirculation passage extending from the first exhaust manifold to at least one of the first and second cylinders. The engine system may also have a restricted orifice connecting the first exhaust manifold to the second exhaust manifold, a pressure relief passage extending from the first exhaust manifold, and a valve disposed within the pressure relief passage and movable to selectively reduce a back pressure of the first exhaust manifold.

Abstract: An engine system is disclosed. The engine system may have a first bank of cylinders, a second bank of cylinders, a first intake manifold, and a second intake manifold. The engine system may also have a first exhaust manifold connecting the first bank of cylinders to the first and second intake manifolds, a second exhaust manifold connecting the second bank of cylinders to the atmosphere, a plurality of injectors, and a controller. The controller may be configured to inhibit the plurality of injectors associated with a first cylinder subset of the first and second banks of cylinders from firing for a first period of time spanning multiple engine cycles. The controller may also be configured to selectively inhibit the plurality of injectors associated with a second cylinder subset of the first and second banks of cylinders from firing for a second period of time following the first period of time.

Abstract: A nozzle for a fuel injector is disclosed. The nozzle may have a body having a base end, a tip end, and a central bore extending from the base end to the tip end. The nozzle may also have a sac located within the central bore at the tip end. Further, the nozzle may have an orifice located within the tip end and in communication with the sac. The orifice may be skewed at an azimuthal angle relative to a radial direction of the central bore.

Abstract: A valve cover assembly for an engine is provided. The valve cover assembly includes a housing configured to receive a portion of a valve train of the engine. The housing includes a top closed end and a bottom open end. The valve cover also includes a front window provided on a top wall and a front facing wall of the housing. The valve cover further includes a front cover releasably coupled to the front window. The front cover is configured to provide selective access to components of the valve train present inside the housing. The valve cover includes a side window provided on the top wall and a side facing wall of the housing. The valve cover further includes a side cover releasably coupled to the side window. The side cover is configured to provide selective access to the components of the valve train present inside the housing.