17results about "IC engine locomotives" patented technology

The invention provides an internal combustion motor train unit equipment compartment and an internal combustion motor train unit, and the equipment compartment comprises two apron boards which extend along the length direction of a train body and are arranged at intervals along the width direction of the train body; the bottom plate is parallel to the bottom of the vehicle body and is lapped between the two apron boards; the two end plates are arranged at intervals in the length direction, and a containing space used for containing an internal combustion power pack is defined by the two end plates, the apron board, the bottom plate and the vehicle body; the first ventilation module comprises a first air outlet and a plurality of first fans arranged around the internal combustion power pack, and the first air outlet is formed in the bottom plate and used for driving at least part of heat generated by the internal combustion power pack to be discharged out of the containing space through the first air outlet; and the second ventilation module is used for driving residual heat generated by the internal combustion power pack and heat of other equipment in the cabin to be discharged out of the accommodating space and allowing cold air outside the cabin to be supplemented to the accommodating space. The exhaust air rate and the pressure head of the second ventilation module are larger than those of the first ventilation module, so that overall ventilation of the equipment compartment and local ventilation of the internal combustion power pack are both considered.

In one embodiment, a probe includes a first facet associated with a first pressure port operable to measure a first wind pressure, a second facet associated with a second pressure port operable to measure a second wind pressure, and a third facet associated with a third pressure port operable to measure a third wind pressure. The second facet is adjacent to the first facet and the third facet adjacent to the second facet. The probe further includes a fourth facet adjacent to the third facet and a fifth facet adjacent to the fourth facet and to the first facet. The first facet, the second facet, the third facet, the fourth facet, and the fifth facet are located between a first end portion and a second end portion of the probe.

The application discloses a hybrid locomotive, and aims at solving the problems of large air resistance and high fan energy consumption during high-speed driving. The technical scheme comprises the following steps: a first air inlet of a first air inlet channel is arranged at a locomotive head, natural air is introduced by using the air pressure difference during high-speed driving, and the internal combustion engine and the generator in a power box are cooled and combustion air is provided; a streamlined top cover is arranged at the locomotive head, and the air inlet is arranged below the top cover to enhance the air flow compression effect; a control cover plate and a pressure relief air duct are arranged on the side wall of the first air inlet channel to reduce the resistance when not working; an exhaust fan is arranged on an exhaust channel to adjust the air pressure of the power box; air is filtered into the internal combustion engine after heat exchange through a heat exchanger, and the utilization rate is improved; and air is introduced through a second air inlet channel and a fan at low speed. The application can reduce air resistance and fan energy consumption, improve the endurance, and is suitable for high-speed passenger hybrid locomotives.

System and method for starting an engine of a locomotive are provided. An energy storage device and an engine controller operatively connected to the engine and the energy storage device are provided. The energy storage device is positioned in parallel with a battery system of the locomotive for providing power to accelerate an engine crankshaft for starting the engine. The engine controller enables the energy storage device to supply power for accelerating the engine crankshaft in response to an engine start signal. The engine controller identifies an engine cylinder, from a plurality of engine cylinders within the engine, to receive fuel injection, upon receiving the engine start signal. The engine cylinder is identified based on one or more engine parameters recorded at a preceding engine shutdown event. The engine controller then injects fuel into the identified engine cylinder before the engine crankshaft completes a crankshaft cycle.

Apparatus, systems and methods including an apparatus for aftertreatment of exhaust flow from a diesel engine of a locomotive are shown and described. The apparatus can include: a housing having an elongate length and a height that is relatively smaller than the elongate length; a mixing tube configured to receive the exhaust flow of the diesel engine, wherein the mixing tube is positioned within the housing and extends longitudinally along at least a portion of the elongate length of the housing; a first plurality of treatment units in fluid communication with the exhaust flow from the mixing tube, wherein catalysts of the first plurality of treatment units are configured to treat the exhaust flow; and a door forming part of a roof of the locomotive, wherein the door is openable to provide access to at least some of the first plurality of treatment units.

This application discloses a direct-drive intelligent self-cleaning cooling system for a diesel engine power pack in a rail transit locomotive, applicable to the field of heat exchange technology for rail vehicles. The system includes: a radiator unit for providing a heat exchange interface between the diesel engine coolant and the pressurized air; a direct-drive fan unit for generating cooling airflow through the heat exchange interface or reverse-flowing cleaning airflow to blow away accumulated dust; a temperature sensing network unit for real-time monitoring of the temperatures of the diesel engine coolant and the pressurized air, and obtaining corresponding temperature parameter sets; and an onboard electronic control unit for adjusting the fan speed according to the corresponding temperature parameter sets, and automatically controlling the fan to reverse for online self-cleaning based on the pressure difference between the intake and exhaust sides and the locomotive's operating conditions. This application dynamically adjusts the acceleration slope based on the temperature rise rate to avoid energy waste caused by overheating.

The invention relates to a cooling device (40). The cooling device (40) has an opening (1) with a protective grating (2). The cooling device (40) also has a heat-generating functional unit (3). Part of the cooling device (40) is also an air transport path between the opening (1) and the heat-generating functional unit (3). The air transport path comprises a heat conducting unit (8) which is designed such that it forms a thermal bridge between the heat-generating functional unit (3) and the protective grating (2). The invention also relates to an underfloor container (10). The invention additionally relates to a rail vehicle (80). In addition, the invention relates to a method for producing a cooling device (40).

A vehicle includes at least one air inlet opening for admitting ambient air, at least one air outlet opening for discharging the ambient air, and an air-cooled cooling device connected to the air inlet opening and the air outlet opening for cooling one or more vehicle components. The air outlet opening is equipped with at least one guide device, which is adjustable and is pivoted automatically or in a manner driven by an adjustment device on the air outlet side into a forward travel position when the vehicle is travelling in a direction of forward travel and into a reverse travel position, which differs from the forward travel position, when the vehicle is travelling in a direction of reverse travel.

A modular system for dynamically managing auxiliary loads and power supplies, in one embodiment, the system includes an auxiliary power supply controller configured to determine a first selection of one or more power supply input sources from a plurality of power supply input sources, in one embodiment, the method includes determining a first selection of one or more power consumption devices from a plurality of power consumption devices, managing a transmission of an auxiliary power source from the first selection of one or more power input sources to the first selection of one or more power consumption devices, and managing a transmission of power from an alternator to one or more pumps, the auxiliary power supply controller is configured to manage transmission of the auxiliary power supply from a first selection of the one or more power supply input sources to a first selection of the one or more power consumption devices. Power supply availability from the one or more power input sources and a power demand for each of the one or more power consuming devices are determined.

The invention relates to a vehicle comprising an internal combustion engine (8) having a work chamber (30), each work chamber being formed by a cylinder (32), a cylinder head (34), a piston (36), an inlet valve (38) and an outlet valve (40). The internal combustion engine comprises one injection nozzle (62) and one spark plug (72) for each work chamber. The injection nozzle (62) is suitable for injecting hydrogen into the work chamber. The spark plug (72) is a spark plug designed to ignite a hydrogen-air mixture in the work chamber, which mixture results from the hydrogen injected by the injection nozzle. The invention can be used in rail vehicles (2) having a retrofitted diesel engine.

A cooling device (40) is described. The cooling device (40) has an opening (1) with a protective grille (2). Furthermore, the cooling device (40) has a heat-generating functional unit (3). Part of the cooling device (40) is also an air transport path between the opening (1) and the heat-generating functional unit (3). The air transport path includes a heat conduction unit (8), which is designed to form a thermal bridge between the heat-generating functional unit (3) and the protective grille (2). An underfloor container (10) is also described. In addition, a rail vehicle (80) is described. Furthermore, a method for manufacturing a cooling device (40) is described.

A crack detection system for a cylinder head associated with an internal combustion engine of a locomotive is disclosed. The crack detection system comprises: a closed-loop coolant system for cooling the cylinder head; a sensor assembly including a pressure sensor, and a speed sensor; and a controller in communication with the sensor assembly. The controller is configured to monitor a coolant pressure feedback and an engine duty cycle of the internal combustion engine. The controller is further configured to communicate an alert signal indicative of an existence of a crack in the cylinder head when: coolant pressure signals are greater than or equal to a first threshold and less than a second threshold; a pressure decay is calculated greater than a third threshold.

The utility model belongs to the technical field of diesel locomotive fuel oil temperature detection, and relates to a diesel locomotive fuel oil tank heating temperature detection control device. The temperature detection device is mainly used for detecting the temperature of fuel oil in the fuel tank in real time and transmitting the temperature to the cab, and the temperature control device is used for controlling the fuel oil in the fuel tank to be kept within a constant temperature range according to the detected temperature. The device can effectively heat fuel oil in the fuel tank and control the fuel oil according to the detected fuel oil temperature, it is ensured that the temperature is controlled within a needed range in cold winter seasons, the fuel oil consumption cost of a locomotive in winter is reduced, and safe and stable operation of the locomotive is ensured.

The invention relates to the technical field of new energy hybrid power locomotive internal combustion power bags, and aims to solve the problems that an existing bearing module adaptive to a single-unit internal combustion power bag is mostly an integral welding frame, is inconvenient to overhaul and cannot be adaptive to double-unit installation, and the space utilization rate and the integration degree are low when two single-unit bearing structures are spliced. The invention provides a double-unit internal combustion power pack integrated bearing module and a double-unit power assembly. The double-unit internal combustion power pack integrated bearing module comprises a lower frame and an upper cover body which are detachably connected. The lower frame adopts a central symmetry structure, a cover plate is arranged at one group of diagonal positions of the lower frame, and a dirt collecting tank is arranged at the other group of diagonal positions of the lower frame; the upper cover body is provided with a mounting cavity, a middle partition wall is arranged in the mounting cavity, and the middle partition wall divides the mounting cavity into two sub-mounting cavities in the length direction of the lower frame; an auxiliary system mounting frame is mounted in each sub-mounting cavity and is connected with the middle partition wall and the upper cover body, and the upper space and the lower space of the auxiliary system mounting frame are separated; an access door is arranged on the lower portion of the upper cover body.

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.

Apparatus, systems and methods including an apparatus for aftertreatment of exhaust flow from a diesel engine of a locomotive are shown and described. The apparatus can include: a housing having an elongate length and a height that is relatively smaller than the elongate length; a mixing tube configured to receive the exhaust flow of the diesel engine, wherein the mixing tube is positioned within the housing and extends longitudinally along at least a portion of the elongate length of the housing; a first plurality of treatment units in fluid communication with the exhaust flow from the mixing tube, wherein catalysts of the first plurality of treatment units are configured to treat the exhaust flow; and a door forming part of a roof of the locomotive, wherein the door is openable to provide access to at least some of the first plurality of treatment units.

Apparatus, systems and methods including an apparatus for aftertreatment of exhaust flow from a diesel engine of a locomotive are shown and described. The apparatus can include: a housing having an elongate length and a height that is relatively smaller than the elongate length; a mixing tube configured to receive the exhaust flow of the diesel engine, wherein the mixing tube is positioned within the housing and extends longitudinally along at least a portion of the elongate length of the housing; a first plurality of treatment units in fluid communication with the exhaust flow from the mixing tube, wherein catalysts of the first plurality of treatment units are configured to treat the exhaust flow; and a door forming part of a roof of the locomotive, wherein the door is openable to provide access to at least some of the first plurality of treatment units.