A method of reducing vapor generation in an LNG fueled vehicle is provided. The LNG fueled vehicle includes an LNG fuel system including an external LNG pump. The method includes a step of predicting if the LNG fueled vehicle will be operated during a first forthcoming time period using a controller. If the LNG fueled vehicle will be operated during the first forthcoming time period, as determined by the first predicting step, the method includes cooling the external LNG pump.

The intersection connection of locomotive cryogenic systems includes a flexible double-wall corrugated pipeline having two corrugated pipes made of cold-resistant steel, which are arranged one inside the other and separated by elastic inserts. There are end adapter flanges fixed to the end walls of the locomotive adjacent sections, and an elastic bar connected to the flexible double-wall corrugated pipeline with suspensions. The intersection connection can be provided with an elastic bar aligned relative to the inner corrugated pipe with centering elastic inserts.

The intersection connection of locomotive cryogenic systems includes a flexible double-wall corrugated pipeline having two corrugated pipes made of cold-resistant steel, which are arranged one inside the other and separated by elastic inserts. There are end adapter flanges fixed to the end walls of the locomotive adjacent sections, and an elastic bar connected to the flexible double-wall corrugated pipeline with suspensions. The intersection connection can be provided with an elastic bar aligned relative to the inner corrugated pipe with centering elastic inserts.

There are provided a power supply system for a diesel multiple-unit train, a diesel multiple-unit train including the power supply system, and a traction control method for a diesel multiple-unit train. The power supply system includes: a diesel power pack, a traction inverter connected to a traction motor, and an auxiliary inverter connected to a train load. The power supply system further includes a direct current chopper and a supercapacitor. A high-voltage side of the direct current chopper is connected to the diesel power pack, and a low-voltage side of the direct current chopper is connected to the supercapacitor. The supercapacitor is connected to the traction inverter and the train load.

A locomotive control system measures actuating parameters of a locomotive propulsion system and monitors the actuating parameters according to a forcing function of operation of the propulsion system. A degraded component of the locomotive is identified by comparing actuating parameters generated according to the forcing function with actuating parameters expressed as a function of speed of another locomotive propulsion system, examining changes in the generated actuating parameters over time, examining oscillations in movement of the locomotive during gear shifting, comparing wheel speed decreases during another forcing function, and/or comparing a magnitude of a spectrum of the actuating parameters of with one or more designated magnitudes.

A locomotive engine control system includes one or more processors operably connected to fuel supply devices. The fuel supply devices are configured to supply fuel into different corresponding cylinders of an engine. The one or more processors are configured to monitor a fuel quantity injected into the cylinders of the engine before and after communication of an overfuel control signal. The overfuel control signal commands the fuel supply device corresponding to a first cylinder of the cylinders to supply excess fuel into the first cylinder. Responsive to the fuel quantity that is monitored not decreasing after the communication of the overfuel control signal, the one or more processors are configured to determine that the fuel supply device corresponding to the first cylinder is defective, and may generate one or more control signals indicative of the fuel supply device corresponding to the first cylinder being defective.

A locomotive engine control system includes one or more processors operably connected to fuel supply devices. The fuel supply devices are configured to supply fuel into different corresponding cylinders of an engine. The one or more processors are configured to monitor a fuel quantity injected into the cylinders of the engine before and after communication of an overfuel control signal. The overfuel control signal commands the fuel supply device corresponding to a first cylinder of the cylinders to supply excess fuel into the first cylinder. Responsive to the fuel quantity that is monitored not decreasing after the communication of the overfuel control signal, the one or more processors are configured to determine that the fuel supply device corresponding to the first cylinder is defective, and may generate one or more control signals indicative of the fuel supply device corresponding to the first cylinder being defective.

A warm-up system for an engine of a machine is provided. The machine has a primary alternator and an auxiliary alternator. The warm-up system includes at least one coolant heater configured to heat a coolant flowing through one or more coolant passages of the engine. The coolant heater is electrically powered by the auxiliary alternator of the machine when the engine runs at low load or idle conditions. The engine warm-up system further includes a thermostatic device operably coupled to the coolant heater and configured to control the operation of the coolant heater based on a temperature of the coolant flowing through the coolant passages.

A warm-up system for an engine of a machine is provided. The machine has a primary alternator and an auxiliary alternator. The warm-up system includes at least one coolant heater configured to heat a coolant flowing through one or more coolant passages of the engine. The coolant heater is electrically powered by the auxiliary alternator of the machine when the engine runs at low load or idle conditions. The engine warm-up system further includes a thermostatic device operably coupled to the coolant heater and configured to control the operation of the coolant heater based on a temperature of the coolant flowing through the coolant passages.

A primary circuit and a secondary circuit each have a switching element, each operate as a power conversion circuit while the switching element is activated, and each operate as a rectifier circuit while the switching element is deactivated. While a generator provided at the primary side of a first power conversion device is stopped, a controller activates the switching element of the secondary circuit and deactivates the switching element of the primary circuit. Accordingly, the first power conversion device converts electric power input from the secondary side and supplies electric power for causing the generator to operate. While the generator is operated, the controller activates the switching element of the primary circuit and deactivates the switching element of the secondary circuit such that the first power conversion device converts electric power supplied from the generator and outputs the converted electric power to the secondary side.