I’m a mechanical engineering student currently am engaged in research regarding modern railroad locomotives. I choose this topic due to my interest and love of trains. I’d like some insight and perhaps suggestions on possible material to research into. As many of you know, the major locomotive manufacturers, GE and EMD, respectively have released the GEVOs and SD70ACe models to the market to meet the EPA Tier II regulations that went into effect at the beginning of this year. But obviously railroad locomotive designs will not stop there. I’ve listed my objectives and overall outline below for my technical paper.
Discussion of modern locomotive design (quick overview, most likely a general schematic with basic descriptions)
The Diesel Engine – Fuel consumptions versus horsepower, emissions, etc…
Traction Motors AC versus DC
Reduction of Cost (Maintenance, fuel, etc…)
Future Visions? (perhaps direction of RailPower Technologies developed hybrid locomotives - I also understand GE is working on a hybrid design of its own)
I’d appreciate any welcome comments and/or suggestions to redefine the focus, topics, and scope of the paper. Also, suggestions for possible sources of information would be appreciated. I’d rather have a 20 page pager discussing a few things in detail rather than the same length glossing over various issues. With your help, I like to identify those issues deemed serious by the railroad industry and address these key issues with in my paper. Through some research, I hope to be able to offer some, although admittedly most likely meager, contribution of some sort to the field.
How about the improvement in safety of engines, better monitoring of the engines as wellas the whole train, better recognizing of potential dangers, objects on the track, inproper switches thrown, some type of GPS program that would let the crew know a train is in their territory, like a air traffic control screen??
Interesting topic. I am probably somewhat biased in terms of what I’d be looking at – been at it too long! – but, that said…
Assuming you are focusing on engine design, and not some of the other issues in railroading, there are two areas which, in my humble opinion, folks will be working very very hard. The first is overall efficiency: how many ton miles can I tranport something on a gallon of diesel? I suspect that the overall integration and control of the entire power package will be the area worked on here, by which I mean very tight integration of the control of the prime mover with the electric transmission including the alternator, controls, and traction motors. This will mean increasing computer control of everything involved in the operation. I envision a situation where almost all train handling – including choice of braking modes – is handled by the control computers; certainly everything about the engine and electrics will be (e.g. fuel injection amounts, timing, boost pressures, coolant temperatures etc. on the prime mover as well as the complete electrical transmission train). For some applications I expect hybrid technology will be used extensively (e.g. GreenGoat), again under full computer control.
However, the other area to be taken into consideration is maintainability and reliability. It does absolutely no good for anyone to have the most sophisticated locomotive in the world if it is hard to maintain or fails to run out on the road. I think a lot of work needs to be done in this area, although things are much better now than they were even 10 years ago. However, the more sophisticated computer control systems have to be backed up, in my humble opinion, with options to allow the engine to continue to operate, perhaps not as well, but still operate at nearly full power, even in the face of computer or sensor failures. In addition, it is necessary that if something electronic does break down (it will), it is relatively simple to diagnose and fix. Take a
Here is a scheme that might bear investigation: I believe relative costs have been determined from hybrid drives as well as electricfication. What about regenerative grade sections for railroads. Dynamic brake systems on locotomotive disappate the energy produced by running the traction motors as generators on down grades. Suppose all graded areas were double tracked and the dynamic brake energy generated by the downgrade trains was fed into a third rail or catenary system. Another train simultaneously ascending that grade could apply that power to avoid powering up its’ own prime movers to compensate for the increased drag. This would be close to having a perpetual motion machine.
I can say one thing, design a new cab that’s less ugly, in the majority opinion. Nothing too chunky.
As for the other stuff, I have no opinion, and if I did, it would be a very uninformed one. I couldn’t tell a F-M prime mover from an EMD.
Trainboy
For a one page sidebar, just to show that you leave no stone unturned, visit www.trainweb.org/tusp/ and see how a small but serious group of engineers are approaching this question. They will probably never get to first base, but it is an interesting read.
Combine a small coal-fired steam turbine with the hybrid concept, aka Green Goat meets Jawn Henry. You have the low cost of the fuel (a fraction of the cost of diesel on a $$/mmBtu basis), and the inherent “one speed fits all” drawback of turbine is placated by only drawing the electricity of the steam turbine when the batteries run low. Dynamic/regenerative braking can have the dual purpose of either recharging the batteries or pre-heating the feedwater.
Railroads and coal have a long history together, and any concept that allows railroads to utilize coal for locomotive fuel while maintaining the advantages of using traction motors will be given a long look over by railroad officials.
I’ve read all your comments and appreciate the feedback and many thanks for ideas, critiques, and additional comments.
To answer all of your questions…
I am currently a middler at Northeastern University in Boston, MA. I’m currently in my Middler year. Middler is a term derived for our third year at school as Northeastern is a 5 year school due to our educational experience revolving around the cooperative education program. In fact, I’m beginning to look for a co-op position for next January 2006 - June.2006 (I also need help there! [:)]). This research paper is for our Advanced Writing in Technical Professions Course.
I wasn’t planning on designing an actual locomotive. To do this would be rather interesting. However the given time frame and other constraints, time would probably be better spent on different components. After all, some technologies can be used in high speed intercity rail, passenger, commuter rail, drag freight, fast freight, or universal operations.
I was thinking of including safety from the crew and to minimize the damage to the actual locomotive. After all, a locomotive sitting in the shop doesn’t do the railroad any good. But I haven’t put much thought into it as some of the other major concerns and topics I had listed would occu