Methods and systems are provided for a starter motor system for cranking an engine. In one example, a starter motor system includes, a battery, two electric motors arranged in series, two main contactors, two auxiliary contactors, and two solenoid contactors. Each of the two electric starter motors may be simultaneously energized to crank the engine in tandem after the pinion gears of both the electric motors are coupled to the ring gear of the engine.

A system for controlling a hybrid propulsion system includes a computer programmed to obtain altitude and terrain information associated with a predetermined route for the hybrid propulsion system comprising a first energy source and a second energy source. The computer is also programmed to obtain current and forecast ambient weather information associated with the predetermined route of the hybrid propulsion system, determine a power requirement and a torque requirement of the hybrid propulsion system associated with the altitude and the terrain along the predetermined route of the hybrid propulsion system, generate a trip plan to optimize at least one of a plurality of performance parameters of the hybrid propulsion system as the hybrid propulsion system travels along the predetermined route, and preferentially select the first energy source and/or the second energy source based on the trip plan.

A system and method for controlling a hybrid propulsion system. The system includes a computer programmed to obtain altitude and terrain information associated with a predetermined route for the hybrid propulsion system comprising a first energy source and a second energy source. The computer is also programmed to determine a power requirement and a torque requirement associated with the altitude and the terrain along the the predetermined route of the hybrid propulsion system, generate a trip plan to control at least one of a plurality of performance parameters and enable a stable low temperature combustion conditions in the hybrid propulsion system, as the hybrid propulsion system travels along the predetermined route. The computer is further programmed to preferentially select at least one of: the first energy source and the second energy source based on the trip plan to deliver at least one of: the power requirement and the torque requirement of the hybrid propulsion system.

A system and method for controlling a hybrid propulsion system. The system includes a computer programmed to obtain altitude and terrain information associated with a predetermined route for the hybrid propulsion system comprising a first energy source and a second energy source. The computer is also programmed to determine a power requirement and a torque requirement associated with the altitude and the terrain along the the predetermined route of the hybrid propulsion system, generate a trip plan to control at least one of a plurality of performance parameters and enable a stable low temperature combustion conditions in the hybrid propulsion system, as the hybrid propulsion system travels along the predetermined route. The computer is further programmed to preferentially select at least one of: the first energy source and the second energy source based on the trip plan to deliver at least one of: the power requirement and the torque requirement of the hybrid propulsion system.

Various embodiments of a locomotive waste heat recovery system for charging an auxiliary battery, independent of the locomotive electric generator, are disclosed. The auxiliary battery is charged by a locomotive waste heat recovery system to supplement and supply the electric power normally provided by the locomotive battery during a shutdown condition caused by a locomotive auto engine start stop (AESS) system. The auxiliary battery is charged by recovery and conversion of waste thermal energy during locomotive engine operations, and its stored electric power is utilized to supply selected electrical loads during a prolonged engine shutdown condition. Accordingly, the locomotive battery can preserve its stored power to be exclusively utilized for locomotive engine start, which may decrease operational disruptions and increase the life of the locomotive battery, and thereby reducing the overall operating costs associated with the battery maintenance efforts.

A vehicle includes an engine and alternator having a field coil and a plurality of output windings, a field current controller configured to receive an AC input and convert the AC input into a regulated DC output that is supplied to the field coil of the alternator, and a controller configured to monitor at least one operating parameter of the field current controller and to compare a monitored value of the at least one operating parameter to a threshold range.

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, 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.

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.