Methods and systems are provided for a valve bridge of an internal combustion engine. In one example, a valve bridge comprises a first arm, a longitudinally opposing second arm, and one or more interior walls forming a passage extending laterally through at least a portion of the valve bridge, the passage disposed between the first arm and second arm and forming a first main opening and an opposing, second main opening. A central support structure is disposed within the passage and is formed by the one or more interior walls.

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.

A locomotive propulsion system includes an engine assisting apparatus and an engine control unit that monitors an output parameter of a locomotive engine. The control unit determines whether the engine output decreases sufficiently low to at least partially de-fuel the engine and to activate an assisting apparatus. This assisting apparatus rotates a shaft of the engine with or without the engine also rotating the shaft. Rotation of the shaft by the assisting apparatus can be used to power traction motors or other loads of the locomotive while reducing fuel consumption and/or emission generation by the engine.

A locomotive propulsion system includes an engine assisting apparatus and an engine control unit that monitors an output parameter of a locomotive engine. The control unit determines whether the engine output decreases sufficiently low to at least partially de-fuel the engine and to activate an assisting apparatus. This assisting apparatus rotates a shaft of the engine with or without the engine also rotating the shaft. Rotation of the shaft by the assisting apparatus can be used to power traction motors or other loads of the locomotive while reducing fuel consumption and/or emission generation by the engine.

Various methods and systems are provided for an auxiliary power unit of a vehicle that provides electrical power and compressed air while a main engine of the vehicle is not running. In one example, an auxiliary power unit (APU) comprises: an engine, an alternator, and a compressor, all mounted to a common base frame in a triangular arrangement with the alternator and compressor arranged adjacent to one another and each of the alternator and compressor rotationally coupled with the engine through a gearbox spaced between the engine and each of the compressor and alternator.

Various methods and systems are provided for an auxiliary power unit of a vehicle that provides electrical power and compressed air while a main engine of the vehicle is not running. In one example, an auxiliary power unit (APU) comprises: an engine, an alternator, and a compressor, all mounted to a common base frame in a triangular arrangement with the alternator and compressor arranged adjacent to one another and each of the alternator and compressor rotationally coupled with the engine through a gearbox spaced between the engine and each of the compressor and alternator.

Various methods and systems are provided for an auxiliary power unit of a vehicle that provides electrical power and compressed air while a main engine of the vehicle is not running. In one example, a system for a vehicle having a main power unit (MPU) coupled to an alternator, and an auxiliary power unit (APU), and the APU is configured to provide power to one or more hotel loads of the vehicle, comprises: a controller with computer readable instructions stored in non-transitory memory that when executed during operation of the vehicle cause the controller to initiate operation of the APU in response to at least one of: a state of charge (SOC) of a battery of the vehicle being below a determined SOC threshold level, and the MPU is not in operation, and a drain load is applied to the battery that will deplete the battery to a SOC level that is less than the determined SOC threshold level in less time than a determined period, and the MPU is not in operation, and an air pressure level of an air reservoir of the vehicle is below a determined air pressure threshold level, and the MPU is not in operation.

A control system and method for controlling a vehicle includes monitoring movement of the vehicle as the vehicle moves along a route, and determining when the vehicle enters or leaves a designated conditional state. A first fuel efficiency weight and a first emission generation weight are determined based on the first designated conditional state. Responsive to the vehicle entering or leaving the first designated conditional state, an engine performance of the vehicle is changed to move a fuel efficiency of the vehicle toward or away from a first fuel efficiency target based on the first fuel efficiency weight, and to move a generation of an emission constituent of the vehicle toward or away from a first emission generation target based on the first emission generation weight.

A control system and method for controlling a vehicle includes monitoring movement of the vehicle as the vehicle moves along a route, and determining when the vehicle enters or leaves a designated conditional state. A first fuel efficiency weight and a first emission generation weight are determined based on the first designated conditional state. Responsive to the vehicle entering or leaving the first designated conditional state, an engine performance of the vehicle is changed to move a fuel efficiency of the vehicle toward or away from a first fuel efficiency target based on the first fuel efficiency weight, and to move a generation of an emission constituent of the vehicle toward or away from a first emission generation target based on the first emission generation weight.

A railway traction vehicle comprising a plurality of axles, a fuel gas power unit (112), a fuel gas storage assembly (118) including a predetermined number of fuel gas storage modules (122), and a fuel gas delivery network (120). The fuel gas storage assembly (118) comprises a plurality of identical fuel gas storage module receiving devices (124), and, for each of said receiving devices, an identical fuel gas coupling (126) for coupling a module (122) with said network (120). The modules (122) share a standardised configuration such that each of them can be received in any of said receiving devices (124) and coupled to the corresponding fuel gas coupling (126). They are distributed over said fuel gas storage module receiving devices (124) such that the load on the axles is optimised. The predetermined number is adapted to the amount of fuel gas needed by the vehicle to operate on a predetermined railway line. Preferred application to regional passenger multiple units.