Various methods and systems are provided for a radial turbocharger. In one example, the turbocharger comprises a turbine case housing a turbine wheel and a compressor case housing a compressor wheel, the turbine case including a vaneless turbine nozzle integrated into the turbine case, a bearing case surrounding a shaft connecting the turbine wheel to the compressor wheel and arranged between the turbine case and compressor case, a plurality of long bolts arranged around a circumference of the turbine case, and a plurality of slots arranged around a circumference of the turbine case, a slot length of each slot extending in a radial direction and adapted to receive a dowel pin having a diameter smaller than the slot length, where each dowel pin, via a corresponding slot, couples the bearing case to the turbine case.

Various methods and systems are provided for a radial turbocharger. In one example, the turbocharger comprises a turbine case housing a turbine wheel and a compressor case housing a compressor wheel, the turbine case including a vaneless turbine nozzle integrated into the turbine case, a bearing case surrounding a shaft connecting the turbine wheel to the compressor wheel and arranged between the turbine case and compressor case, a plurality of long bolts arranged around a circumference of the turbine case, and a plurality of slots arranged around a circumference of the turbine case, a slot length of each slot extending in a radial direction and adapted to receive a dowel pin having a diameter smaller than the slot length, where each dowel pin, via a corresponding slot, couples the bearing case to the turbine case.

An engine system includes a gearbox assembly that includes a housing having plural interconnected gears disposed between an engine side of the housing and an alternator side of the housing, a rotatable engine coupler connected with the engine side of the housing, the engine coupler configured to engage a rotatable shaft of an engine, and a rotatable alternator coupler connected with the alternator side of the housing, the alternator coupler configured to engage a rotor of a first alternator. The housing is configured to be positioned between the engine and the first alternator. The engine coupler is configured to engage the engine that is resiliently mounted in the powered system and the alternator coupler is configured to engage the first alternator that is rigidly mounted in the powered system to transfer rotation of the shaft of the engine to rotation of the rotor of the first alternator.

An aircraft propulsion system includes at least first and second electrical generators, each being configured to provide electrical power to a respective first and second AC electrical network. The system further comprises at least first and second AC electrical motors directly electrically coupled to a respective AC network and coupled to a respective propulsor, and a DC electrical network electrically coupled to the first and second AC networks via respective first and second AC to DC converters, and to a further electrical motor, the further electrical motor being coupled to a propulsor.

An aircraft propulsion system includes at least first and second electrical generators, each being configured to provide electrical power to a respective first and second AC electrical network. The system further comprises at least first and second AC electrical motors directly electrically coupled to a respective AC network and coupled to a respective propulsor, and a DC electrical network electrically coupled to the first and second AC networks via respective first and second AC to DC converters, and to a further electrical motor, the further electrical motor being coupled to a propulsor.

Conventional APUs for diesel-electric locomotives may include an AC electric generator and typically require additional hardware to be installed to convert the AC power output by the generator to DC power that can power electrical systems or charge batteries in the locomotive. According to some embodiments, there is provided an auxiliary power unit (APU) or system for operation in cooperation with a primary engine. The APU includes a secondary engine; a primary engine coolant heating system, or a primary engine lubricant heating system; a control system that automatically shuts down the primary engine and starts the secondary engine responsive to a predetermined condition; and a Direct Current (DC) power generator that generates an output voltage, the DC power generator being driven by the secondary engine.

Conventional APUs for diesel-electric locomotives may include an AC electric generator and typically require additional hardware to be installed to convert the AC power output by the generator to DC power that can power electrical systems or charge batteries in the locomotive. According to some embodiments, there is provided an auxiliary power unit (APU) or system for operation in cooperation with a primary engine. The APU includes a secondary engine; a primary engine coolant heating system, or a primary engine lubricant heating system; a control system that automatically shuts down the primary engine and starts the secondary engine responsive to a predetermined condition; and a Direct Current (DC) power generator that generates an output voltage, the DC power generator being driven by the secondary engine.

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.

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.

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.