Diesel Generators

Archive for September, 2009

5.A joint between two members aligned approximately in the same plane is called
a.Butt Joint
b.Tee joint
c.Lap joint
d.Corner joint

6.Which type of welding machine is not suitable for E308L-15 electrodes?
a.Rectifier
b.Transformer (AC)
c.Diesel driven
d.Motor Generator

7.Remove Welds?
a.1/8 “Ф electrode
b.Gouging torch
c.Portable oven
d.Regulators
e.Running plate
f.Stationary oven

8.Used as joint spacer?
Same choices

Would u attempt ur HW

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Does anyone know ? can you use bio diesel on a diesel generator

You have to be careful.

From a power standpoint, yes, bio-diesel is a good choice - not quite the energy content of regular diesel, but pretty close.

The potential problem is that bio-diesel is not always compatible with all engines. First, bio-diesel, by its nature, is like a solvent, and will loosen any gunk that has built up in fuel tanks and lines from the use of regular diesel fuel. Most people who use bio-diesel for the first time notice that filters clog up really fast. Secondly, some seals may not be compatible with bio-diesel, and may deteriorate. Also, bio-diesel is susceptible to water intrusion, and could contribute to (minor) rusting in the fuel system, if care is not taken.

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Traction motors in Diesel locomotives are electric motors, if the process were to be reversed cant it be used as Generator. Why go through all the trouble of resistor banks.

Yes indeed.

Unfortunately, for now all the juice the motors generate in dynamic braking is lost, and there is a LOT of it, too. Depending on the model, a single traction motor can generate up to 700 to 900 amps across a 215 volt field.

The electricity generated needs to go somewhere, so it is dissipated as heat through large grids operating on the same principal as the toaster in every ones kitchen, so there is no need for resistors. The cooling fans for the grids operate on the same current utilizing some of the electricity as well. That is why the pitch of the distinctive "whine" heard when in dynamic braking changes as the engineer changes the position of the dynamic brake controller, as the fans react to the changes in the current, spinning faster or slower.

In addition, dynamic has seen many changes from the first generation models, which were of the "field loop" type. These are long gone, but there remains "flat" (the most common, which responds directly to the position of the controller) and "taper" (rare, usually found only on older diesel electrics and using speed as a part of the operating paradigm) with the sub-categories of "standard," wherein retarding effort drops dramatically at speeds below 12 mph, and "extended range," which develops high retarding effort down to about 3 to 5 mph. Quite useful as the train comes to a stop when in dynamic, helping to keep the slack from running out on the head end.

Sliding wheels when coming to a stop is an issue with extended range dynamic, so most locos have incorporated into the engine (independent) air brake a Dynamic Brake Interlock (DBI) that nullifies the extended range when brake cylinder pressure reaches 12 to 15 psi.

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