Chapter 4: The Locomotive
Transcript of Chapter 4: The Locomotive
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CHAPTER 4
The Locomotive
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Steam until mid 1950’s
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Types of Locomotives
• Steam• Diesel-Electric• Electric• Hybrid
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Two Factors Determine the Ability of a Locomotive toStart, Accelerate, and Obtain Top Speed
Tractive Effort
• The Ability to Overcome Resistance-Starting, Grade, Wind, Curve, Rolling
• Tractive Force = Weight of Drivers x Coefficient of Adhesion
Horse Power (mainly 1,500 to 5,000 hp)
• Rate of Doing Work
• Drawbar Horsepower: horsepower available to haul
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Adhesion Control
• Grip Rail without Slipping
• Dependent on weather, rail conditions
• Controlled automatically in modern locomotive
• Sanding
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Tractive Force vs. Tonnage and Grade
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Performance Curve of the Locomotive (with train resistance for 420 tons trailing load of passenger stock)
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Different Horsepower Ratings
• Not all engine power pulls train
• On average, 82% of power is left to pull train
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Power Required vs. Speed and Grade
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Diesel–Electric Locomotive
• Diesel Engine – Prime Mover
• Turbocharger / Electronic Fuel Injection
• Alternator / Generator / Fans / Batteries
• AC/DC Traction Motors
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Locomotive Principal Components
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Radial Trucks
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Locomotive Controls
• Minimum Levers, but Connected to Circuitry
• “Microprocessor” Control
• Display Screens
• Interfaces with Primary Operator
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Six Axle, approx. 390,000 pounds
vs.
Four Axle, approx. 260,000 pounds
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Multiple Unit Arrangements Distributive Power / ECP
Mid-Train or Rear End
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Slugs and Mates
No Prime MoverStore Excess PowerProvide Weight for Tractive Effort
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Maintenance and Life Span
• Most New Locomotives can Self-Diagnose Problems
• Different Inspections Mandatory at Daily, 92-days, Annual, and Biennial Periods
• Remote Diagnostics
• Average Locomotive Service is 20-25 Years
• Used to be Returned to Manufacturer, but Now Sold to Smaller Railroads
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Genset and Hybrid Locomotives (Mainly for Switching)
Genset – Multiple engine-generators per vehicle
Hybrid – Operates on batteries that are charged overnight