Academic literature on the topic 'Diesel Locomotive Works'

Abstract Beginning in the 1930s, North American railroads began replacing their steam locomotives with diesels at an ever-accelerating rate. Established steam locomotive producers, most notably the American Locomotive Company and the Baldwin Locomotive Works, proved incapable of dealing with this radical technological discontinuity. As successful steam locomotive manufacturers, these firms developed a corporate managerial culture that was not only linked closely to steam locomotive technology; it also embodied the fundamentals of small-batch custom manufacturing. More successful competitors, such as Electro-Motive (later a division of General Motors), developed a corporate culture amenable to both diesel locomotive technology and the standardized near-mass-production techniques that made diesel production efficient and profitable. Electro-Motive executives understood that railroad customers increasingly valued performance characteristics (flexibility, lower operating costs) best fulfilled by diesels, while steam locomotive producers continued to concentrate on the outdated characteristics (horsepower, low initial cost) of steam locomotive technology.

The contact strength calculations of machinery on basic geometrical parameters of a diesel locomotive bogie developed with the use of current procedures are carried out. There is shown a possibility for its creation and testing under operation conditions. A diesel locomotive jawless bogie is created at the level of invention which is recommended by scientific-research and manufacturing structures in the field of heavy mechanical engineering both in our country and abroad with the purpose of the further analysis and possible its introduction into practice. There is presented a development of a new diesel locomotive undercarriage unknown in world practice and supplied with RUKP allowing increasing a diesel locomotive run up to standard values and decreasing costs for diesel locomotive industrial and depot repair works.

In the performance testing for diesel engine, the load of power testing mostly used water resistance. The power generated by diesel engine all consumed by water resistance. The power and water wasted mostly by this way. Base on the existing mechanical energy recovery system means that the system adopt generator dragged by prime motor to generate recycle electricity, this paper introduces variable current energy recovery system. The power voltage inverts to 10kV voltage, and connects the power plants to the grid. Research shows that the system is low cost, energy saving. And it is achieved the ideal effect in power quality and economic benefit. At present, our company cooperates with a locomotive works for design and construction this system and ancillary plant.

The article addresses the 1978 film Nameless Star (directed by Mikhail Kozakov, music by Edison Denisov) as one of the few examples of on-screen art in which music not only supports the story, but comes to the fore, becoming one of its characters. Naturally enough, in this article, Nameless Star is considered through the lens of its musical concept. The focus is on some of the composer’s individual features that characterize his film music. Among the main ones is Denisov’s fundamental idea about integrating music into a single canvas of a film work, which directly affects its figurative and stylistic characteristics and poetics in general. In this vein, the author analyzes various interpretations of the plot (or, rather, plotlines—the encounters of the main characters, the discovery of a new star, etc.), which have significant divergences in the texts of different authors and direct participants in the filming process; the main semantic points highlighted in the film by keywords (“station”, “diesel-electric locomotive”, etc.); and, finally, the film’s sound and musical design shaping a single line of storytelling. The special role of sound elements (train noise, station bell, etc.) accompanying the narration and endowing it with special thoroughness and authenticity is revealed. It is noted that the dramatic center of the film is an impromptu performance of the Symphony composed by one of the main characters—Mr. Udrea, music teacher. The significance of this artwork in the context of the narration is extremely high: decisive plot turns are associated with the Symphony; it combines intonations and leitmotifs that determine the overall emotional tone of the film. Edison Denisov manages to reproduce Udrea’s intention to the finest detail, creating a nuanced intonation-thematic profile of the Symphony, thanks to, among other things, skillful timbre-rhythmic differentiation. Over and above, he structures musical drama in such a way that during performance of the Symphony, the semantic dominants of the film, embodied in the system of its main sound images, get actualized (theme of the city, Mona’s theme, etc.). In a sense, the music here goes beyond being a mere soundtrack: it becomes an integral part of the plot, penetrating into the words of the heroes (recurring mentioning of the English horn or the story about the structure of the Symphony). Largely thanks to the music, which brings new implications to the film, the romantic comedy appears as a complex, multiplanar work, revealing an unordinary facet in the creative gift of one of the most convinced avant-garde composers of the 20th century.

This issue of the journal “History of Science and Technology” has been prepared in difficult conditions. In difficult conditions for authors… In difficult conditions for reviewers ... In difficult conditions for the editorial board… In difficult conditions for the whole world in general!!! This issue contains ten articles. The first of these articles came in late 2019, when the world did not know yet these terrible words: Corona virus disease 2019 (COVID-19); severe acute respiratory syndrome Corona virus 2 (SARS-CoV-2)… COVID-19 was first identified in December 2019 in Wuhan, China, and has since spread worldwide, resulting in an ongoing pandemic. As on May 29, 2020, when these lines were written, more than 5 800 000 cases were recorded in 188 countries, killing more than 359 000 people. We hope that humanity will invent a vaccine as soon as possible, and these horrific death statistics will first stop growing and then stop altogether. For this, many events and activities are important, as history shows. Including the history of the development of science and technology, that is the subject area of our publication. In many sources on the history of electric power production the evolution of electric power production was studied both in developed and developing countries and its impact on economy. The growing demand for electric power became the most problem that stood before the power sector of Ghana. This issue begins with an article examining activities that in many ways helped to create a sustainable electricity supply for households and industries in Ghana, especially in the cities of Accra and Kumasi, between 1900 and 1960. Scientific-technical borrowings are one of those types of scientific support for the work of industrial sectors, whose role in the conditions of exiting the crisis to acquiring the particular importance. Since the mid-1920s, they have become the main way of scientific support for the organization of the development of Ukrainian electric machine-building industry in the context of large-scale electrification of the country. That was due to the need for a quick withdrawal of this industry from the previous crisis in the absence in the Ukrainian SSR of its own scientific support system for the electric machine engineering. An example of this measure, which was considered in the study, was an attempt to achieve the fastest possible increase in productivity of the Kharkiv Electromechanical Plant at minimal financial cost. The next article analyzes the activities of the mining industry in the south of the Russian Empire, of which Ukraine was a part of that time. An analysis of the so-called “coal crisis” and the role of large miners in collusion has been made. Market monopolization has been considered. Emphasis is made on the customs policy of the tsarist government, speculation on temporary fuel difficulties. The study shows that in the last quarter of the nineteenth century there was a consolidation and monopolization of the mining industry in the south of the Russian Empire. In the 21st century, every reputable journal also has an online version, which makes the dissemination of scientific information almost instantaneous. We are so accustomed to the conveniences of the information age that it is difficult for us to imagine the difficulties that scientists faced a little over 150 years ago. The genesis of science launched the process of forming branch of scientific communities and demanded stable ways of communication for productive and effective development of the branch. Scientific journals have become an ideal means of disseminating information, and a scientific article has been transformed from an ordinary letter into a modern form and has taken on an ideal form. The importance of international communication between scientists, on the example of consideration of the activities of Valerian Mykolaiovych Lihin, is discussed in the following study. He became the first Russian-speaking member of one of the oldest Mathematical Societies in Europe - the French. V. Lihin broke the tradition of “isolated” science when discoveries in the Russian Empire (and later in the USSR) were made separately from the rest of the world. In the next article an attempt to investigate in a chronological order the historical circumstances on the formation and development of the mainline electric locomotives engineering at the Luhansk diesel locomotives engineering plant (1957–2014) has been made. Historical and biographical research is continued by the article, which considers the factors shaping the scientific worldview of Mykola Pavlovych Petrov - an outstanding scientist and engineer against the background of his initiative and organizational efforts to develop the domestic scientific and technical space of the late nineteenth - early twentieth The article devoted to highlighting the contribution of academician Mariia Vasylivna Pavlova (Gortynska) in the development of palaeozoology science at the end of the XIX – the first third of the XX centuries continues the cycle of historical and biographical researches. We hope that our readers will be interested in scientific work, examining the research of Russian women in the field of human genetics in 1920-1930. The main task of the article was to determine the contribution of women scientists to the development of different fields of human genetics. Particular attention was given to reconstructing women’s geneticists’ research work, reviewing the content of their publications, and analyzing the theoretical and methodological approaches they employed in solving various scientific problems. In the history of Ukrainian archeology, there are many names of outstanding researchers who have devoted their lives to the study of our antiquity. Among them is Yulian Kulakovskyi, a well-known domestic historian and archeologist. In 1883 Yu. A. Kulakovskyi joined the Nestor Chronicler Historical Society. Since that time, his life and career have been closely linked to this scientific union. The analysis of the results of researches in the field of late antique archeology of the Crimea, published on the pages of “Readings of the Historical Society of Nestor the Chronicler”, is discussed in the next article. The development of the spread of COVID-19 shows that in the fight against it in the first place are such measures and actions as unrestricted access to information on methods of combating the spread of the virus; exchange of data at the international level on treatment methods of the disease; communication between scientists from different countries; timely quarantine measures, etc. In this sense, it is important to study the historical experience of mankind in the fight against pandemics. This issue of the journal History of Science and Technology concludes with an article on a critical analysis of nineteenth-century military interventions as the main cause of the spread of infectious diseases internationally. Emerging problems and solutions obtained as a result of a critical analysis of the materials of the International Sanitary Conferences reveal the history of the spread of infectious diseases and the methods of early statistics used for epidemiological purposes. Concluding this Preface, we emphasize once again the importance of a comprehensive study of international historical experience in the development of science and technology. Not limited to any one field or field of science, we are ready to provide the pages of our journal for the opportunity to exchange views with the international scientific community. Let peace and health be with everyone in these hard times!

Gould, Peter. Windy Wyndham and the Wagon Who Couldn’t Swim. Bassendean, Western Australia, Peter Gould and Donna Franklin, 2018. This is the sixth volume in Peter Gould’s Stories from the Engine Shed series. These books tell the stories of the train engines and cars of the Bennett Brook Railway at Whiteman Park, near Perth in Western Australia. Apart from being a fun series of children’s books, this series is important because it demonstrates that the concept of anthropomorphized train cars is generic and does not belong to any particular franchise. The series has its own cast of characters and a unique Western Australian world in which they operate. While earlier volumes have been set in Whiteman Park, this is a story told by the large diesel locomotive, Windy Wyndham that harkens back to a time when Windy worked at the harbour in the northwestern Australian coastal town of Wyndham. The book is full of Donna Franklin’s brightly coloured pictures. The style of illustration varies significantly, even within pictures. Some of the images, particularly those with machines and people, are quite cartoonish. Drawings of people sometimes lack detail. However, when the subject is something in nature, Franklin’s work is stronger. Her rendition of a turtle, a crocodile, magpie-larks and seahorses are lovely. Each page is a picture with text overprinted. The text includes local references, such as the Freemantle Doctor, the cooling breeze that comes from the Indian Ocean. There are also some railway-specific words, such as “buffer beam”, “shunter”, and “cow catcher.” These words are explained in the glossary, “Ashley’s Railway Words”, at the end of the book. While not widely distributed, the series is available through the Bennett Brook Railway. This volume includes a loose single page insert that explains the history of the real Windy Wyndham engine, which has been at Whiteman Park since 1984. Overall, this is an excellent series, which is suitable for elementary school libraries and public libraries. Highly recommended: 4 out of 4 starsReviewer: Sandy Campbell Sandy is a Health Sciences Librarian at the University of Alberta, who has written hundreds of book reviews across many disciplines. Sandy thinks that sharing books with children is one of the greatest gifts anyone can give.

Freight rail carriers have been continuously challenged to reduce costs and comply with increasingly stringent environmental standards, into a continuously competing and environmentally driven industry. In this context, current availability and relative abundance of clean and low cost non conventional gas reserves have aroused a comprehensive reevaluation of rail industry into fuel option, especially where freight rail are strongly diesel based. Countries in which rail sector is required to play an important role in transport matrix, where fuel expenditures currently accounts for a significant share of operational costs, like Australia, Brazil, United States and other continental countries, can be seen as strong candidates to adopt fuel alternatives to diesel fueled freight railways. Moreover, from an environmental perspective, the use of alternative fuels (like natural gas) for locomotive traction may allow rail freight carriers to comply with emission standards into a less technologically complex and costly way. In this context, liquefied natural gas (LNG) fueled freight locomotives are seen as a strong potential near-term driver for natural gas use in rail sector, with its intrinsic cost and environmental benefits and with the potential to revolutionize rail industry much like the transition from steam to diesel experienced into the fifties, as well as the more recent advent of use of alternating current diesel-electric locomotives. LNG rail fueled approach has been focused on both retrofitting existing locomotive diesel engines, as well as on original manufactured engines. Given the lower polluting potential of natural gas heavy engines, when compared to diesel counterparts, LNG locomotives can be used to comply with increasingly restrictive Particulate Matter (PM) and Nitrogen Oxides (NOx) emission standards with less technological complexity (engine design and aftertreatment hardware) and their intrinsic lower associated costs. Prior to commercial operation of LNG locomotives, there are some technical, operational and economic hurdles that need to be addressed, i.e. : i) locomotive engine and fuel tender car technological maturity and reliability improvement; ii) regulation improvement, basically focused on operational safety and interchange operations; iii) current and long term diesel - gas price differential, a decisive driver, and, finally, iv) LNG infrastructure requirements (fueling facilities, locomotives and tender car specifications). This work involved an extensive research into already published works to present an overview of LNG use in freight rail industry into a technical, operational and economical perspective, followed by a critical evaluation of its potential into some relevant freight rail markets, such as United States, Brazil and Australia, as well as some European non electrified rail freight lines.

The year 2015 will be a landmark year in locomotive technology in the United States. Effective January 1st of that year, newly-manufactured U.S. line-haul and switch service (freight-and-passenger) locomotives must be manufactured to meet the fifth level of U.S. Environmental Protection Agency (EPA) emissions regulations since 2000. Achieving those emission levels will require aftertreatment technology in some form. Also effective December 31st of that year, U.S. railroads will be required to have in operation (on much of the rail network)1 a federally-mandated Positive Train Control (PTC) technology for collision avoidance. Class I U.S. freight railroads2 by the end of 2015 will have invested an estimated $5.8 billion in PTC technology, with a major emphasis on interoperability of PTC-equipped locomotives between different railroads. An estimated 17,000 locomotives will be retrofitted or equipped with PTC by the end of 2015 and most if not all newly-manufactured locomotives will be PTC equipped after 2015. For perspective, the U.S. freight railroad investment in PTC is roughly what the Class I railroads have spent the past 4–5 years combined on capital expenditures related to infrastructure expansion. This convergence of two new complex locomotive technologies in 2015 will create a large challenge, especially in locomotive maintainability, for freight railroads. Locomotive builders and aftertreatment suppliers must work together to provide Tier 4 locomotives with minimal impact on railroad operations. U.S. diesel locomotives share a common internal combustion engine technology with most Class 8 over-the-road diesel trucks, but the railroad and locomotive environment is very different from the highway truck environment, and a “cookie cutter” approach to replicating diesel truck aftertreatment on locomotives should be avoided. New EPA Tier 4 diesel locomotives should not be viewed as “Tier 2 or Tier 3 locomotives with truck-type exhaust aftertreatment added”. Baseline reliability of current locomotive designs must also be improved to compensate for the added complexities of both exhaust aftertreatment and PTC. This paper is focused toward educating (1) aftertreatment technology manufacturers and system integrators and (2) locomotive design engineers. The emphasis is on assisting them in understanding the operating and maintenance expectations for Tier 4 aftertreatment-equipped line-haul locomotives, from the perspective of a major freight railroad.

The use of liquefied natural gas (LNG) as a line-haul locomotive fuel is not a new idea, despite recent publicity, with previous work stretching back into the 1980s. Intense publicity has been given to recent announcements about developing dual-fuel locomotive engines which can burn natural gas as the primary fuel, using diesel fuel only as a pilot fuel for gas ignition. However, developing a locomotive engine capable of using gaseous fuel may prove to be only one of five major challenges to widespread adoption of LNG as a freight railroad fuel: 1. Dual-fuel line-haul locomotives with engines which can use natural gas fuel must be developed and made available for use. 2. Natural gas fuel must be made available to dual-fuel locomotives, either onboard the locomotive itself or by using LNG tenders coupled to the locomotives. 3. LNG must be stored and available for refueling dual-fuel locomotives or their tenders at logical locations along railroad corridors where such locomotives are to be used. 4. Natural gas (from gas fields or pipelines) must be available along with liquefaction plants to convert the gas into cryogenic LNG fuel. 5. The safe operation of trains and locomotives, and safe maintenance of rolling stock, is paramount and cannot be compromised (nor should the efficiency of the rail system) should dual-fuel locomotives and LNG tenders supplant or replace conventional diesel-fueled locomotives. For LNG to become an effective large-scale freight railroad fuel, all five factors must be managed jointly and treated as a 5-legged technology system. If any one of the five “technology legs” is weak or improperly developed, the entire LNG-based system may be unsuitable in the freight railroad environment.

Significant technical, regulatory and media attention has recently been given to the use of electrical storage batteries onboard a line-haul (long-distance) locomotive or “energy storage tender” (coupled adjacent to a locomotive) as a means of improving railroad fuel efficiency and reducing freight locomotive exhaust emissions. The extent to which electrical energy stored onboard could supplement or replace diesel generated power has yet to be quantified or proven. There are significant technical design, maintainability, logistical and safety challenges to making this technology commonplace, especially for over-the-road (line-haul) freight trains. The use of electrical batteries to provide some amount of point-source fuel- and/or emissions-free locomotive power is not a new concept. Recent claims that onboard storage of locomotive propulsion energy is “new locomotive technology” are unfounded. The world’s first all-battery-powered locomotive was built in 1838 only 34 years after the world’s first steam locomotive operated. A total of 126 identifiable locomotives using onboard batteries to store propulsion energy have been built and operated to some extent in the United States (US) since 1920. Almost all were low-power switching locomotives and none are currently in revenue freight service. Two high-horsepower line-haul experimental engineering test locomotives with an experimental battery design and regenerative dynamic braking have been built (in 2004 and 2007) but very little revenue service testing has occurred. This paper reviews propulsion battery-equipped locomotives over the past 95 years in the US, and discusses future options and possibilities including the technical and logistical challenges to such propulsion. Capturing dynamic braking energy (developed by locomotive traction motors during deceleration or downhill operation) could be a source of onboard battery recharging, but will require significant additional locomotive control system development work to achieve practicality. New battery technologies are being developed but none are yet practical for large-scale locomotive applications. Retrofitting of large amounts of onboard battery storage on existing (or even future) diesel-electric locomotives will be limited by onboard space constraints. The development and use of energy storage “tenders” will bring complications to locomotive and train operations to make effective use (if commercialized) practical and safe. This paper is also intended to provide technical background and clarity for various regulatory agencies regarding battery energy storage technologies for future locomotive propulsion.

This paper documents the quantification and characterization of particulate matter (PM) emitted from two Tier 2 diesel locomotives, and the impact of crankcase ventilation (CCV) on PM emissions. Emission testing was performed on one General Electric (GE) model ES44DC locomotive, and one Electro-Motive Diesel (EMD) model SD70ACe. A semi-continuous organic carbon/elemental carbon (OC/EC) analytical procedure was used to collect and determine the OC and EC of PM. PM was also measured gravimetrically using Teflon membrane filters. Testing was performed for the locomotives in an unmodified configuration “with CCV”, and then again without the CCV included in the emissions measurements. Without CCV, the two-stroke SD70ACe brake specific filter-based PM and OC/EC PM, over the Line-haul Locomotive Duty Cycle (LHLDC), were reduced by approximately 15% to 16%, respectively, compared to testing with CCV. The 4-stroke ES44DC showed a reduction of 11% for the OC/EC PM which was mainly due to a reduction in OC PM. When crankcase emissions were not included, OC PM was reduced for nearly all throttle notches, and especially under high load conditions, although the differences were not always significant at a 95% confidence interval. With CCV, the relative OC portion of the Line-haul composite PM value for both locomotives was approximately 42–47%. Without CCV, the absolute brake-specific OC PM over the LHLDC was reduced by 30%, thereby reducing the relative OC portion to approximately 34–38%. This work showed that the OC PM fraction is significant for the locomotives tested, and controlling OC can lead to more than 40 percent reduction in PM. Furthermore, almost one-third of the OC PM was contributed by CCV, therefore better control of blow-by PM from both locomotive types can lead to a significant reduction in OC PM.

One of the more visible tasks when designing a turbocharger is the optimized design for a compressor and a turbine. The ultimate measure of a successful turbocharger design, however, is how well it works with a specific engine at various operating conditions. Final design decisions must be based on the engine-turbocharger system as a whole, rather than only on the individual component performance. This paper describes the effort to develop an integrated design system which allows the user to design and optimize a turbocharger on a system level. With the basic engine parameters specified, along with simple models for other commonly used components, such as the Exhaust Gas Recirculation (EGR), wastegate, and intercooler, the program may be linked to two powerful meanline programs that can handle the fast iterations of the design and analysis of a compressor and a turbine. The output is either a new compressor or turbine that best matches the operation of the engine or the performance of an existing turbocharger at a specific engine operating condition. A case study is presented where the program is applied in a real-life design situation to fit a new turbocharger for a large locomotive 18-cylinder diesel engine. The tool is extensively used in guiding the selection of the turbocharger and in the simulation of the overall system performance. The test data from the new design show close agreement with the simulation results, as well as an improvement over the original design.

This paper details part two of the demonstration of a 2,240 kW (3,005 HP) PR30C-LE locomotive with exhaust aftertreatment containing diesel oxidation catalysts (DOC) and urea-based selective catalytic reduction (SCR). The PR30C-LE is a remanufactured and repowered, six-axle, diesel-electric, line-haul locomotive. Program objectives were to measure emission levels of the locomotive and record locomotive and aftertreatment operations during a 12 month revenue service field trial. Phase 1 of the program involved engine baseline emissions testing as well as emissions testing with the aftertreatment at the beginning of its useful life, or the 0-hour condition. Results from Phase 1 showed engine-out emission levels were within U.S. EPA Locomotive Tier 2 limits. With aftertreatment at beginning of useful life, hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx) were below Tier 4 limits, and particulate matter (PM) was below Tier 3 limits. Phase 2 consisted of a 12 month revenue service field trial and additional emissions testing completed at the midpoint and end of the field trial. On-board GPS data, aftertreatment NOx sensor data, and various locomotive operating parameters were logged continuously during the field trial. The field trial data suggests the impact SCR technology has on locomotive NOx emissions is driven primarily by locomotive utilization and loading factor. Overall the field trial included 3,082 hours of operation and PRLX3004 generated approximately 572 MW-hours of work over the 12 month period. Emission test results at the 1,500-hour and 3,000-hour conditions showed very little change from 0-hour test results. Emission levels remained below Tier 4 limits for HC, CO, and NOx, and below the Tier 3 limit for PM. Phase 2 test results suggest there was no significant degradation in emissions performance during the field trial, and no major issues with the locomotive and aftertreatment were detected. In total there are currently five PR30C-LE locomotives in operation within California and Arizona. Together they have completed a cumulative 30,800 hours of revenue service through June 2012 without report of a major issue.

Locomotive idle reduction technology has the potential to significantly reduce fuel consumption and related emissions, but its use is limited in short line railroads. These operations typically minimize capital investments and accept higher maintenance and operational costs that correspond with their specific work load at that time. Therefore, most use older locomotives that are less efficient and more polluting. This business model does not enable them to invest in new technology, especially if there is some risk because it has not been widely used for their particular application. New York State has an extensive network of 29 short line railroad operations that collectively own and operate approximately 42% of the overall railroad infrastructure. To justify the purchase of idle reduction technology, the short line operators need documented benefits with proof of short payback, reliability, and ease of operation. Therefore, New West Technologies and Power Drives Incorporated with funding from the New York State Energy Research and Development Authority and support from the New York State Department of Transportation are demonstrating the Powerhouse™ Diesel Warming Systems (DWS) on seven short line railroads operating in New York State. The two Powerhouse™ DWS models demonstrated in this project are the 120V electric plug-in version (DWS-120) and the auxiliary power unit (DWS-APU). Allowing the locomotive to be shutdown in cold weather, both models heat the engine coolant with a diesel fired burner. The DWS-120 circulates the heated fluid with an electric water pump powered from a standard external 120VAC source. The APU model runs the pump with a small EPA-certified onboard diesel genset which provides added flexibility to where and when it can be used. Eleven locomotives were outfitted with this technology to evaluate the real-world operational experience, along with the benefits and cost savings that can be achieved from their use. This paper documents the energy, emission, and economic benefits realized by the multiple short line railroad partners that installed and utilized the Powerhouse™ DWS over the 2011–2012 cold season. The system provides an average fuel savings of 3.5 to 6.0 gallons per hour and emission reductions of up to 99% for NOX, 97% for PM, and 91% for CO2. In addition, feedback on the system’s performance and the technology’s noise reduction potential are presented. Overall, the anticipated outcome of this project is to validate the reduced fuel use, lower emissions, and lower costs, which will assist the business economics of an inherently efficient mode of transportation.

The interest of this work is to develop a control strategy to most effectively manage the power split between the energy storage system (ESS) and the diesel generator of a hybrid locomotive. The overall goal is to minimize fuel consumption of the diesel engine, while maximizing battery life of the onboard ESS. This problem proves to be complex due to the conflicting cost functions of fuel economy and battery state-of-health (SOH)[1]. In other words, during a typical drive cycle, fuel consumption is minimized by placing high loads upon the battery while minimizing negative effects on SOH requires more specific loading characteristics of the ESS for the same drive cycle. This work highlights the development of several power split control strategies for effective power management of a hybrid locomotive. The progression from a strict rule-based (RB) control strategy to an equivalent consumption minimization strategy (ECMS) is realized through simulation. Likewise, the advantage of Model Predictive Control (FLC) is also shown in simulation.

The 1,500 kW EMD 16-645E engine is popular in switcher and shunter locomotive applications for railroads in North America. These locomotives are typically lightly loaded with extended periods of idle operation, and usually operate in large urban areas. With the advent of EPA emissions standards, and increasing fuel costs, many in the railroad industry are looking at replacing these locomotives with hybrid locomotives, installing APU systems or automatic start stops systems, repowering with newer engines, or using new technology to reduce emissions and improve fuel consumption. This paper documents results of research into ways to improve idle and low power emissions and fuel consumption from these roots-blown two-cycle EMD 645E engines. Specifically, this research looked at disabling one bank of injectors to simulate skip fire operation, and the stopping the rotation of one of the two roots-type blowers used to supply boost air to the uni-flow, two-cycle, diesel engine. The results of this work demonstrated that the EMD 16-645E engine did not respond positively when the injectors of one cylinder bank were disabled (simulating bank to bank skip fire operation). However, the engine did demonstrate both a reduction of NOx emissions and brake specific fuel consumption, over the US-EPA switcher and line haul emissions cycles, while operating on only one of the two blowers at idle and light loads. Additionally this concept of blower cut-out allows for reduced mass flow and higher exhaust temperatures at light loads, which could be beneficial for future application of exhaust aftertreatment. However, there is an associated increase in particulate matter emissions.