Diesel engines electric locomotive

A diesel-electric locomotive uses as its prime mover a large, self-igniting, internal combustion engine of the type invented by RudolfDiesel and first successfully demonstrated in 1897. Thermal efficiency of these engines exceeded 30 percent, compared... 

Diesel engine output is controlled by throttle settings for the diesel engine ( notch eight usually means full power), and is automatically balanced to the electrical load on the generator or alternator. Most large diesel-electric locomotives employ a... 

By the end ofWorld War II the use of residual fuel oil in the United States had reached about 1.2 million barrels per day. The bulk of this use was in industri-al/commercial boilers, railroad locomotives, and steamships. Shortly thereafter, railroad use declined rapidly as diesel engines, which used distillate fuel, replaced steam locomotives. In the 19.30s and 1960s residual fuel oil use for marine and industrial applications, as well as for electric power generation, con-... 

The type of power or fuel supply available will influence the decision on prime mover to be used. This is often electric power, but many items of plant such as compressors, generators or works locomotives, will be powered by diesel engines, as will most of the heavy goods vehicles used in and outside the works. 

Diesel-electric railway locomotives are also hybrid technologies because the diesel engine will drive an electric generator that will power an electric motor for locomotion. Bombardier has developed the AGC (Autoraila Grande Capacite), which is a dual-mode diesel electric as well as a dual-voltage railcar. The system can operate on 1,500-2,500 V [2],... 

The presence of water in the fuel reduces harmful emissions into the atmosphere and makes the coal explosion-proof. By converting the coal into a liquid form, delivery and dispensing of the fuel can be simplified. One side effect of the CWF production process is the separation of non-carbon material mixed in with the coal before treatment. This results in a reduction of ash yield or the treated fuel, making it a viable alternative to diesel fuel 2 for use in large stationary engines or diesel-electric locomotives. 

Much of air poUution control in the nineteenth century and the first half of the twentieth century was of smoke and cinder emissions from steam locomotives and steamships. This is no longer a major problem because of the displacement of steam locomotives by electric and diesel locomotives and the displacement of steamships by diesel-powered ships. Diesel engines in these applications produce the same kinds of pollution as diesel engines... 

Furnaces of this type, such as the steam locomotive furnace—boHet design, had the obvious disadvantage that pressure was limited to ca 1 MPa (150 psi). The development of seamless, thick-waH tubing for stationary power plants (ie, water-tube furnaces) and other engines for motive power, such as diesel—electric, has in many cases ecHpsed the fire-tube boHet. For appHcations calling for moderate amounts of lower pressure steam, however, the modern fire-tube boHet continues to be the indicated choice (5). 

In 1939 General Motor s Electro-Motive Division sent its famed demonstrator FT-103 diesel-electric units on a triumphant tour of America. One purpose was to show skeptical railroaders that this 5400 hp, four-unit diesel locomotive developed more low speed tractive effort than competitor steam engines, which meant smooth starts and excellent performance on long mountain grades. The effect was much like Trevithick s demonstrations 130 years earlier, and a new generation of railroad locomotive power was assured. 

However, for end-of-line applications, railway yards, locomotives and hybrid diesel/electric booster engines are being investigated, and in this context, fuel cells could find a part to play. 

---