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Man 48 years. Man 28 years. Seeking for a serious relationship with a honest loving caring and trustworthy person. Man 55 years. Maintaining acceptable operating parameters was one of the principal design considerations that had to be solved in early diesel—electric locomotive development and, ultimately, led to the complex control systems in place on modern units.
The prime mover's power output is primarily determined by its rotational speed RPM and fuel rate, which are regulated by a governor or similar mechanism. The governor is designed to react to both the throttle setting, as determined by the engine driver and the speed at which the prime mover is running see Control theory. Locomotive power output, and thus speed, is typically controlled by the engine driver using a stepped or "notched" throttle that produces binary -like electrical signals corresponding to throttle position.
This basic design lends itself well to multiple unit MU operation by producing discrete conditions that assure that all units in a consist respond in the same way to throttle position. Binary encoding also helps to minimize the number of trainlines electrical connections that are required to pass signals from unit to unit. For example, only four trainlines are required to encode all possible throttle positions if there are up to 14 stages of throttling.
North American locomotives, such as those built by EMD or General Electric , have eight throttle positions or "notches" as well as a "reverser" to allow them to operate bi-directionally. Many UK-built locomotives have a ten-position throttle. The power positions are often referred to by locomotive crews depending upon the throttle setting, such as "run 3" or "notch 3".
In older locomotives, the throttle mechanism was ratcheted so that it was not possible to advance more than one power position at a time.
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The engine driver could not, for example, pull the throttle from notch 2 to notch 4 without stopping at notch 3. This feature was intended to prevent rough train handling due to abrupt power increases caused by rapid throttle motion "throttle stripping", an operating rules violation on many railroads.
Modern locomotives no longer have this restriction, as their control systems are able to smoothly modulate power and avoid sudden changes in train loading regardless of how the engine driver operates the controls. When the throttle is in the idle position, the prime mover will be receiving minimal fuel, causing it to idle at low RPM. In addition, the traction motors will not be connected to the main generator and the generator's field windings will not be excited energized — the generator will not produce electricity with no excitation.
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Therefore, the locomotive will be in "neutral". Conceptually, this is the same as placing an automobile's transmission into neutral while the engine is running. To set the locomotive in motion, the reverser control handle is placed into the correct position forward or reverse , the brake is released and the throttle is moved to the run 1 position the first power notch. An experienced engine driver can accomplish these steps in a coordinated fashion that will result in a nearly imperceptible start.
The positioning of the reverser and movement of the throttle together is conceptually like shifting an automobile's automatic transmission into gear while the engine is idling. Placing the throttle into the first power position will cause the traction motors to be connected to the main generator and the latter's field coils to be excited. With excitation applied, the main generator will deliver electricity to the traction motors, resulting in motion.
If the locomotive is running "light" that is, not coupled to the rest of a train and is not on an ascending grade, it will easily accelerate. On the other hand, if a long train is being started, the locomotive may stall as soon as some of the slack has been taken up, as the drag imposed by the train will exceed the tractive force being developed. An experienced engine driver will be able to recognize an incipient stall and will gradually advance the throttle as required to maintain the pace of acceleration.
As the throttle is moved to higher power notches, the fuel rate to the prime mover will increase, resulting in a corresponding increase in RPM and horsepower output. At the same time, main generator field excitation will be proportionally increased to absorb the higher power. This will translate into increased electrical output to the traction motors, with a corresponding increase in tractive force.
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Eventually, depending on the requirements of the train's schedule, the engine driver will have moved the throttle to the position of maximum power and will maintain it there until the train has accelerated to the desired speed. The propulsion system is designed to produce maximum traction motor torque at start-up, which explains why modern locomotives are capable of starting trains weighing in excess of 15, tons, even on ascending grades.
In fact, a consist of such units can produce more than enough drawbar pull at start-up to damage or derail cars if on a curve or break couplers the latter being referred to in North American railroad slang as "jerking a lung". Therefore, it is incumbent upon the engine driver to carefully monitor the amount of power being applied at start-up to avoid damage. In particular, "jerking a lung" could be a calamitous matter if it were to occur on an ascending grade, except that the safety inherent in the correct operation of fail-safe automatic train brakes installed in wagons today, prevents runaway trains by automatically applying the wagon brakes when train line air pressure drops.
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A locomotive's control system is designed so that the main generator electrical power output is matched to any given engine speed. Given the innate characteristics of traction motors, as well as the way in which the motors are connected to the main generator, the generator will produce high current and low voltage at low locomotive speeds, gradually changing to low current and high voltage as the locomotive accelerates.
Therefore, the net power produced by the locomotive will remain constant for any given throttle setting see power curve graph for notch 8. In older designs, the prime mover's governor and a companion device, the load regulator, play a central role in the control system. The governor has two external inputs: requested engine speed, determined by the engine driver's throttle setting, and actual engine speed feedback.
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The governor has two external control outputs: fuel injector setting, which determines the engine fuel rate, and current regulator position, which affects main generator excitation. The governor also incorporates a separate overspeed protective mechanism that will immediately cut off the fuel supply to the injectors and sound an alarm in the cab in the event the prime mover exceeds a defined RPM.
Not all of these inputs and outputs are necessarily electrical. As the load on the engine changes, its rotational speed will also change. This is detected by the governor through a change in the engine speed feedback signal. The net effect is to adjust both the fuel rate and the load regulator position so that engine RPM and torque and thus power output will remain constant for any given throttle setting, regardless of actual road speed. In newer designs controlled by a "traction computer," each engine speed step is allotted an appropriate power output, or "kW reference", in software.
The computer compares this value with actual main generator power output, or "kW feedback", calculated from traction motor current and main generator voltage feedback values. The computer adjusts the feedback value to match the reference value by controlling the excitation of the main generator, as described above. The governor still has control of engine speed, but the load regulator no longer plays a central role in this type of control system. However, the load regulator is retained as a "back-up" in case of engine overload. Modern locomotives fitted with electronic fuel injection EFI may have no mechanical governor; however, a "virtual" load regulator and governor are retained with computer modules.
Traction motor performance is controlled either by varying the DC voltage output of the main generator, for DC motors, or by varying the frequency and voltage output of the VVVF for AC motors.
With DC motors, various connection combinations are utilized to adapt the drive to varying operating conditions. When the locomotive is at or near standstill, current flow will be limited only by the DC resistance of the motor windings and interconnecting circuitry, as well as the capacity of the main generator itself. Torque in a series-wound motor is approximately proportional to the square of the current. Hence, the traction motors will produce their highest torque, causing the locomotive to develop maximum tractive effort , enabling it to overcome the inertia of the train.
This effect is analogous to what happens in an automobile automatic transmission at start-up, where it is in first gear and thus producing maximum torque multiplication. As the locomotive accelerates, the now-rotating motor armatures will start to generate a counter-electromotive force back EMF, meaning the motors are also trying to act as generators , which will oppose the output of the main generator and cause traction motor current to decrease. Main generator voltage will correspondingly increase in an attempt to maintain motor power, but will eventually reach a plateau.
At this point, the locomotive will essentially cease to accelerate, unless on a downgrade. Since this plateau will usually be reached at a speed substantially less than the maximum that may be desired, something must be done to change the drive characteristics to allow continued acceleration.