A Train Engine Pulls A Train With Three Cars – So today, we’re talking about trains. It’s no fun watching one station pull a bunch of cars at breakneck speed! I remember when I was a child, I used to sit on the railway platform waiting for the fast train to leave and enjoy the great sound of the locomotive & the atmosphere. No, those are the days!
Anyway, let’s understand why some trains have multiple engines or why trains have airplanes in the back, since you are here.
A Train Engine Pulls A Train With Three Cars
Well, answering the first question is easy. If the train is overloaded, a second rail is attached. But does it matter if it is mounted in the front or the back?
Locomotives: Model Train Engines & Locomotives At Lionel
A system in which two or more prime movers are connected at the rear end and/or distributed along the train is called a distributed power system. All modern commuters, electric trains and locomotives are good examples of DP systems where the engines are at both ends as well as in the middle of the train.
Additional power and locomotives are required mainly for freight trains due to heavy loads and are rarely available for passenger trains. But the question arises again, why the back?
Imagine a situation where a freight train is running down an incline. A very high torque is required to move the entire train due to the incline and heavy load. This high torque can cause the front of the locomotive to spin on the rear wheels. The best example you can think of is lifting the front end of a muscle car or a rider driving a wheel when it suddenly accelerates (high torque).
In the case of a train, the engine will not lift and lose contact with the rails because it is too heavy but it will certainly reduce the normal reaction resulting in lower friction. And less friction leads to less power delivery.
Vintage Plastic Blue Red Yellow Pull Back Train Engine 3
Consider another situation where the locomotive is attached to the final carriage. The rotation problem is largely eliminated because the rear engine propels the car forward. At the same time, the vertical component of the vehicle’s overall weight continues to fall in front of the rear engine, developing more friction.
Note that the rotation problem will be reduced but still present if both machines are in front.
The engine and the carriage are connected by a hook & knuckle joint (India). If the locomotive is pulling the entire train on an incline, the joint behind the head must take the entire load. This makes the joint vulnerable to pull bar and key pin failure.
A rear attachment engine reduces the chance of failure because it pushes the entire train and reduces stress.
North Shore Scenic Railroad
Also when you go down, the joint behind the tail carries all the load. In this way, the location of the heavy load is always alternating and ensures that not only one part is exposed to high stress and thus reduces the number of part failures.
Imagine a freight train being driven by 2 locomotives in front. If for some reason when going uphill, the clutch between the 2 coaches breaks, the part not pulled by the machine becomes “dead weight”. The train then begins to slide down the other side at a very high speed. This can lead to disaster! 🙁
Rear and front, both sections of the train will be under control if the rear end is attached to the locomotive instead of the front end. So this is one of the many advantages of connecting the engine to the rear end – Safety!
When the train stops at a station, all slack between the couplings is removed and the tension between the drawbars remains the same. This means that when the engine starts moving, it must move the entire train at the same time. This is similar to the case of trying to extend an extended spring.
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It would take a huge amount of force and power to overcome the friction and inertia of the entire train at once. So the trick here is that the rear locomotive pushes all the wagons back to compress all the cables and release them. Now when the engine starts moving forward one load at a time. This method enables the train to use less energy/fuel to move itself. On passenger trains or trains with only 1 locomotive at the front, this is done by reversing the direction of power.
Today’s reality – You need lots of front and rear engines for a full train but you don’t need lots of pilots. All locomotives can be controlled by the locomotive driver/engineer sitting in the main cabin!
Well, if you find this interesting, I’m sure you’ll find the next article even more interesting – How to turn a train? Because it cannot be driven like a car 😛
Drawbar failure, engine, locomotive, locomotive rear face, locomotive trend, mechanical advantage, different engines, pdf, rear end, stress analysis, trainsStack Exchange is a question and answer site for working researchers, academics and students. It only takes a minute to log in.
Gordon Takes A Tumble
Does having a compression engine at the end of the intake rail have a technical advantage over an engine from the front?
After visiting a mountain train recently, some friends and I were told that the engine pushes the carriage up the hill in reverse and then stays in one position to reverse it.
Presumably this is to prevent the car from running when going up or down, but a friend suggested that a mechanical advantage could be gained by having the engine in the ‘low’ position rather than high. The postulate is that the engine will have a greater downforce (weight) and therefore more friction (/bite) between the track and the track, making the engine more efficient, allowing it to use more power on the vehicle with less power. in skiing.
I thought about the force acting on one wheel on a slope, and I believe it is solved like this:
Diesel Is Dying
For me the weight stays the same and the weight will not increase. Some of the forces acting on the front of the engine in the direction of $ x$ will not increase the weight and therefore will not increase the force in the direction of $ y$ and there will be no friction between the wheels of the engine and the rails.
Note: The discussion is only theoretical as the train works with a cog and rack system 🙂
After reading the input from HsMjstyMstdn and Floris, it seems that (depending on the strong clutch) the lower power will be used by the car that will resist the torque if $ can lift the wheels of the engine, and reduce the friction. Is this the same as a push and pull situation, or does the position imply a slight tendency to ‘lift’ and become smaller?
Also, how can we refer to this downward force? I feel weightless, but it acts the same way.
Three Doofuses Pull A Train By Thomasandbubblesfan On Deviantart
Great question. I am surprised that in my search, I did not come across the question of push vs pull train in SE. I will try to give a detailed answer.
TLDR; Conceptually, a traction engine is better but both push and pull trains are possible and exist in real life. If you’re talking about a fair thought experiment, I don’t think there’s a difference.
Now, let’s talk about the details. Your thinking power is correct, you do nothing to pull weight up a hill than push it. The normal force/reaction corresponds to the resistance received depending on the push/push force and cannot contribute to the magnitude of the conflict. However, this is not a problem because train wheels almost never skip. Of course, there are occasional slips where ice, grease, organic matter, etc. See this question for more details.
In real life, many railway companies use both push and pull methods. In a push train, you have two cars in front and behind, sometimes working together, sometimes alternating. The company also pulls one train at a time and pulls it back, saving on costs and having to change trains. If we say a pull-only train vs a push-only train, it’s a different story.
Electric Railway Journal . Way. A Three Car Passenger Train Will Pull Out Of The Terminal Witha Light American Type Engine, And A Switcher Will Coupleon As Soon As The Train Gets
In theory, no, a rear-wheel drive engine cannot have a mechanical advantage over a front-wheel drive engine. In fact, it’s the other way around. For several reasons, I think the traction engine is advantageous, even though it is small.
To answer the updated question, with a strong connection, traction and push engines have an opposite torque that “lifts” the train (the weight of the front load on the push engine and the rear part pushes it to the ground in the traction engine.). Remember that the locomotive is front-wheel, rear-wheel or all-wheel drive is appropriate. If so, I still keep it
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