A method for operating a consist is disclosed. The consist includes a number of locomotives. The method includes selecting a power setting in a lead locomotive of the consist to generate an overall power request by an input device. Thereafter, a controller determines a power setting in each locomotive based on the overall power request. Next, the controller modulates a power output of one or more locomotives according to a difference between a measure of the overall power request and a measure of a combined power output of all locomotives according to the power setting determined by the controller, such that the combined power output matches the overall power request by keeping the power setting, determined by the controller, of each of the one or more locomotives unchanged.

A method for operating a consist is disclosed. The consist includes a number of locomotives. The method includes selecting a power setting in a lead locomotive of the consist to generate an overall power request by an input device. Thereafter, a controller determines a power setting in each locomotive based on the overall power request. Next, the controller modulates a power output of one or more locomotives according to a difference between a measure of the overall power request and a measure of a combined power output of all locomotives according to the power setting determined by the controller, such that the combined power output matches the overall power request by keeping the power setting, determined by the controller, of each of the one or more locomotives unchanged.

A method and system of temperature control of heavy hydrocarbons in a consist of rail cars is disclosed wherein waste heat from one or more of the locomotives propelling the train is utilized to heat the heavy hydrocarbons in a consist or ambient air is used to cool the heavy hydrocarbon cargo. The train is typically comprised of tanker cars that can be filled with raw heavy hydrocarbon, not dilbit thus allowing about 20% to about 30% additional heavy hydrocarbon to be transported in each tanker car. The system can keep the heavy hydrocarbon at a first, lower temperature en route and increase temperature to a second higher temperature as the train nears its terminus so that the tanker cars can be quickly emptied of their contents at the receiving terminal without the need to heat the tanker cars at the unloading terminal. The method disclosed herein for heating tanker cars in transit is to utilize waste heat from the locomotive diesel or gas turbine engines which is otherwise exhausted to the atmosphere.

A method and system of temperature control of heavy hydrocarbons in a consist of rail cars is disclosed wherein waste heat from one or more of the locomotives propelling the train is utilized to heat the heavy hydrocarbons in a consist or ambient air is used to cool the heavy hydrocarbon cargo. The train is typically comprised of tanker cars that can be filled with raw heavy hydrocarbon, not dilbit thus allowing about 20% to about 30% additional heavy hydrocarbon to be transported in each tanker car. The system can keep the heavy hydrocarbon at a first, lower temperature en route and increase temperature to a second higher temperature as the train nears its terminus so that the tanker cars can be quickly emptied of their contents at the receiving terminal without the need to heat the tanker cars at the unloading terminal. The method disclosed herein for heating tanker cars in transit is to utilize waste heat from the locomotive diesel or gas turbine engines which is otherwise exhausted to the atmosphere.

A system for adjusting wheel adhesion levels on multiple locomotive axles in a rail vehicle consist is provided. The system includes a first controller associated with a lead locomotive and a second controller associated with at least one trailing locomotive. A wheel adhesion level sensor is configured to detect a low wheel adhesion level at an axle and transmit that information to the first or second controller. The first controller adjusts the load being delivered to the axles by the motor in response to the low wheel adhesion level.

A system for adjusting wheel adhesion levels on multiple locomotive axles in a rail vehicle consist is provided. The system includes a first controller associated with a lead locomotive and a second controller associated with at least one trailing locomotive. A wheel adhesion level sensor is configured to detect a low wheel adhesion level at an axle and transmit that information to the first or second controller. The first controller adjusts the load being delivered to the axles by the motor in response to the low wheel adhesion level.

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.

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.

Methods and systems are provided for a multi-fuel engine. In one example, a method includes adjusting a substitution ratio based on an intake manifold temperature. The method further including adjusting the intake manifold temperature to increase the substitution ratio.

A method for repowering a locomotive, a repower kit and a repowered locomotive is disclosed. The method may comprise replacing the 4-stroke engine with a 2-stroke, engine, and replacing the first engine controller with a second engine controller. The second engine controller may be configured to regulate operation of the second engine. The second engine controller and the second engine, in combination, may be adapted to meet at least Tier 0 emission standards for locomotives when repowered. Pre-existing traction motors may be configured to utilize power that results from operation of the second engine.