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Thread: An INTRO to Locomotives..Steam /Diesel Electric / Electric.

  1. #41
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    What a great thread man, lots of knowledge, I wanna know lots about the train and thier engine functioning from my childhood...
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  2. #42
    psr
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    Quote Originally Posted by itsmevini123 View Post
    What a great thread man, lots of knowledge, I wanna know lots about the train and thier engine functioning from my childhood...
    Please post your queries here and I will try to give as best an answer as possible.
    When Was The Last Time,You Did Something For The First Time.

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    PSR Sir, I saw in one holly movie that a train when broke a red signal, then its brakes were automatically pulled. Is this applicable here in Indian Railways as well?

  4. #44
    psr
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    Quote Originally Posted by sunny_ View Post
    PSR Sir, I saw in one holly movie that a train when broke a red signal, then its brakes were automatically pulled. Is this applicable here in Indian Railways as well?
    No we don't have in India...the number of collisions head on and rear ending in our railway system is increasing due to careless Drivers,who overlook a Red signal.
    It is an electromagnet emergency braking which is fitted to select long distance track and locos in foreign countries only.. In India we follow the conventional method of placing explosive caps on track which gives a loud sound with smoke to warn driver of impending danger ahead(only for track work/track obstruction). The only improvement we have is two way walkie talkie between Loco driver and Guard in most trains including Goods...this is due to the effort of Lallu ji .
    There have been no significant improvement after his exit.
    here is a picture of it.

    Last edited by psr; 06-07-2012 at 11:01 AM.
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  5. #45
    psr
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    With the Introduction of Diesel Electric Locomotives the Steam era came to an end..Steam being 6~10 % thermally efficient and very heavy was phased out by the Diesel Electric Locomotives which were 45~65 % efficient.The Efficiency of Diesel Locos made a big positive difference to the operating cost of the railways ,which led to the demise of Steam Locomotives...
    Here is Video of a Steam Loco running in interior China...

    http://www.youtube.com/watch?feature...&v=YiQ1LDDUm6I


    ....a few pictures of Steam Loco Graveyard.









    With this closing note we now shift to the Diesel Electric Locos...
    Queries regarding Locos can continue to be posted at any time...
    Last edited by psr; 08-16-2012 at 07:42 PM.
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  6. #46
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    Very informative thread sir.
    I want to learn more about diesel-electric locos.

  7. #47
    psr
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    The Diesel Locomotive:

    While England was the prime innovator in the field of Steam Locomotives, The US of A became the innovator in Diesel Locomotive technology..
    The First Diesel Engine was invented by Rudolph Diesel of Germany in 1892...and a proper working model was built and shown in 1897.He foretold in 1912 while showcasing his Diesel Engine, "the use of vegetable oils for engine fuels may seem insignificant today, but such oils may become, in the course of time, as important as petroleum and the coal tar products of the present time".He mysteriously disappeared from a Ferry in Sept.,29 1913..His body was never found..
    Here is a simple 4 stroke Diesel Engine operation .


    Here is an animation of the 4 stroke diesel engine..


    There are TWO stroke Diesels Engine also..


    Here is an image of the Initial Diesel Locomotive of 1904..this is a pure Diesel Loco which did not succeed.

    The world’s first Diesel locomotives were operated in the summer of 1912 in Switzerland, but was not a commercial success.
    Thomas Edison possessed an outstanding patent on the electric locomotive, his design actually being a type of electrically propelled railcar.
    GE (General Electric)built its first electric locomotive prototype in 1895. However, high electrification costs caused GE to turn its attention to Diesel power to provide electricity for electric railcars.
    Problems related to co-coordinating the Diesel engine and electric motor were Often encountered,but through continued R & D GE succeeded in designing a working system.
    The first significant breakthrough occurred in 1914, when Hermann Lemp, a GE electrical engineer, developed and patented a reliable direct current electrical control system.
    In 1917, GE produced an experimental Diesel-electric locomotive using Lemp's control design, the first known to be built in the United States.
    Following this development, the 1923 Kaufman Act banned steam locomotives from New York City because of severe pollution problems. The response to this law was to electrify high-traffic rail lines. However, electrification was uneconomical to apply to lower-traffic areas.
    In the mid 1920s, Baldwin Locomotive Works produced a prototype Diesel-electric locomotive, using electrical equipment from Westinghouse Electric Company,....for "special uses" for example places where water for steam locomotives was scarce,
    Here is a picture of one of the ALCO diesel made in 1926,with 300 hP. It's top speed was 30 Mph.



    Industry sources were beginning to see the outstanding advantages of this new form of motive power. In 1929, the Canadian National Railway became the first North American railway to use diesels in mainline service with 2 units, 9000 and 9001, from Westinghouse.

    for more on these Locomotives...
    http://www.trainweb.org/oldtimetrain...ly_diesels.htm

    The first regular service of Diesel-electric locomotives was in switching applications. General Electric produced several small switching locomotives in the 1930s.
    Diesel locomotive and diesel-electric railroad locomotion entered the mainstream when the Union Pacific used Diesel streamliners to haul passengers.
    Following the successful 1939 tour of General Motors demonstrator freight locomotive set, the transition from steam to Diesel power began, the pace substantially quickening in the years following the close of World War II.
    Last edited by psr; 08-13-2012 at 01:44 PM.
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  8. #48
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    Diesel locomotive advantages over steam locomotives

    Diesel locomotive engines slowly started to overtake those powered by steam as the manufacturing and operational efficiencies of the former made them cheaper to own and operate.While initial costs of diesel engines were high, steam locomotives were custom-made for specific railway routes and lines and, as such, economies of scale were difficult to achieve.
    Though more complex to produce with exacting manufacturing tolerances of 1/10,000th of an inch vs. 1/100th of an inch for steam engines, diesel locomotive parts were easier to mass production.
    Steam locomotive manufacturer Baldwin offered almost five hundred steam models in its prime, other diesel manufactures offered fewer than ten diesel varieties.

    Diesel vs.steam locomotive

    Diesel locomotive offered significant operating advantages over steam locomotives. They can safely be operated by one person, making them ideal for switching/shunting duties in yards and the operating environment is much more attractive, being much quieter, fully weatherproof and
    without the dirt and heat that is an inevitable part of operating a steam locomotive.
    Diesel engines can be started and stopped almost instantly, meaning that a diesel locomotive has the potential to incur no costs when not being used. Steam locomotives require intensive maintenance, lubrication and cleaning before, during and after use.Steam locomotive preparation
    took many hours, especially if the locomotive is being fired from cold. However, it is still the practice of large North American railroads to use straight water as a coolant in diesel engines instead of coolants that incorporate anti-freezing properties.
    This resulted in diesel engines being left idling when parked in cold climates instead of being completely shut down. Still, a diesel engine can be left idling unattended for hours or even days, especially since practically every diesel engine used in locomotives has systems that automatically shut the engine down if problems such as a loss of oil pressure or coolant loss occur.
    A steam locomotive, by comparison, may be kept in readiness between uses with a small fire to maintain a slight heat in the boiler, but requires regular and frequent attention to maintain the fire and the level of water in the boiler.
    Moreover, maintenance and operational costs of steam locomotives were much higher than diesel counterparts even though it would take diesel engines almost 50 years to reach the same horsepower output that steam locomotives could achieve at their technological height.
    Annual maintenance costs for steam engines accounted for 25% of the initial purchase price. Spare parts were machined from wooden masters for specific locomotives. The sheer number of unique steam engines meant that there was no feasible way for spare-part inventories to be maintained.
    Steam engines also required large quantities of coal and water, which were expensive variable operating costs. Further, the thermal efficiency of steam was considerably less than that of Diesel engines.
    Diesel’s theoretical studies demonstrated potential thermal efficiencies for a compression ignition engine of 35~55% compared with 6-10% for steam locomotives, and an 1897 one-cylinder prototype operated at a remarkable 30% efficiency. By the middle of the twentieth century, Diesel engines had effectively replaced steam engines.
    Last edited by psr; 06-12-2012 at 11:25 AM.
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  9. #49
    psr
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    Diesel locomotive transmission types

    Diesel locomotive unlike steam engines, is an internal combustion engine and require a transmission to power the wheels. The engine must be allowed to continue to run when the locomotive is stopped.A diesel engines transmission is almost similar to that employed in most road vehicles. This type of transmission is generally limited to low-powered, low speed shunting/switching locomotives, lightweight multiple units and self-propelled railcars.
    The mechanical transmissions used for railroad propulsion are generally more complex and much more robust than road versions. There is usually a fluid coupling between the engine and gearbox, and the gearbox is often of the epicyclic/planetary type to permit shifting while under
    load.



    Diesel electric locomotive

    In a Diesel electric locomotive, the Diesel engine drives an electrical generator whose output provides power to the traction motors.
    There is no mechanical connection between the engine and the wheels. The important components of the Diesel locomotive propulsion is the Diesel engine, the main generator, traction motors and a control system consisting of the engine governor as well as electrical or electronic
    components used to control or modify the electrical supply to the traction motors, including switchgear, rectifiers and other components.
    In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear.Originally, the traction motors and generator were DC machines.
    The generator was called a Dynamo...here is a picture of same in Older version of WDM2 of ALCO....with it's shield in place....



    Same dynamo with shield off....Notice the Brushes with their Pig Tails connection....


    Following the development of high-capacity silicon rectifiers in the 1960s, the DC generator was replaced by an alternator using a diode bridge to convert its output to DC. This advance greatly improved locomotive reliability and decreased generator maintenance costs by elimination of
    the commutator and brushes in the generator.
    The elimination of the brushes and commutator, in turn, disposed of the possibility of a particularly destructive type of event referred to as flashover, which could result in immediate generator failure and, in some cases, start an engine room fire.
    A electric diesel locomotive's power output is independent of road speed, as long as the unit’s generator current and voltage limits are not exceeded.

    Therefore, the unit's ability to develop traction effort which is what actually propels the train will tend to inversely vary with speed within these limits.
    Maintaining acceptable operating parameters was one of the principal design considerations that had to be solved in early electric diesel locomotives development and, ultimately, led to the complex control systems in place on modern units.


    Last edited by psr; 08-13-2012 at 11:49 AM.
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  10. #50
    psr
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    Here is the Picture of the ALCo "V" 16 cylinder Diesel Engine capable of 3,300 HP. The huge circular part at the end of the engine is the Alternator..

    Last edited by psr; 08-13-2012 at 11:50 AM.
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