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Diesel Hydraulics...why?
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<p>Thanks Erik. So the KM transmission used three separate torque converters. I assume that they each produced a different speed/torque multiplication. So then shifting from one torque converter to another was equivalent to shifting gears in a mechanical transmission. I can understand the problem of the wheels needing to be the exact same diameter.</p><p>My understanding is that a hydrostatic transmission uses a variable displacement, engine-driven pump, which pumps oil to a fixed displacement motor. So by mechanically controlling the rate of output flow from the pump, the motor speed can be changed. I have heard that the motor can also be variable displacement, thus adding to the speed change capability of the pump. </p><p>This type of drive would seem to be quite analogous to the diesel-electric drive of locomotives if the hydraulic motors were hung on the axles like electric traction motors, and the hydraulic pump were directly coupled to the engine. Is there any fundamental engineering reason why this hydrostatic drive cannot be applied to a locomotive? One problem I can see is the need for hoses connecting to the motors in order to accommodate the movement of the axles relative to the rest of the locomotive. </p><p>An electric traction motor requires flexible leads for the same reason. Anything that routinely flexes is heading for eventual breakage. It may not be an issue with electric leads as they may be easy enough to monitor and replace if necessary. But the flexing of hydraulic hoses occurs when the hoses are already under the physical pressure loading of operation. Whereas, with electric leads there is no physical aspect to the electric load (I guess). The consequence of a broken hose would not only be locomotive failure, but also a serious oil spill. Perhaps, however, a 100% reliable hose connection could be developed for such a hydraulic traction motor application.</p>
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