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====Japan====
In Japan, starting in the 1920s, some petrol–electric railcars were produced. The first diesel–electric traction and the first air-streamed vehicles on Japanese rails were the two DMU3s of class Kiha 43000 (キハ43000系).<ref>{{cite web|url=http://rail.hobidas.com/photo/archives/2005/07/50.html|title=DD50 5 DD50 2｜随時アップ：消えた車輌写真館｜鉄道ホビダス|website=rail.hobidas.com}}</ref> Japan's first series of diesel locomotives was class DD50 (国鉄DD50形), twin locomotives, developed since 1950 and in service since 1953.<ref>{{cite web|url=http://blogs.yahoo.co.jp/h53001126/4568133.html|title=キハ４３０００の資料 – しるねこの微妙な生活／浮気心あれば水心!?|access-date=2013-01-09|archive-date=2016-06-25|archive-url=https://web.archive.org/web/20160625140247/http://blogs.yahoo.co.jp/h53001126/4568133.html|url-status=dead}}</ref>
== Creation ==
A diesel locomotive is a type of railway locomotive when it's the diesel engine powered that turn the wheels, diesel locomotives than steam locomotives.
===Early diesel locomotives and railcars in Europe===
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[[General Electric]] (GE) entered the [[railcar]] market in the early twentieth century, as [[Thomas Edison]] possessed a patent on the electric locomotive, his design actually being a type of electrically propelled railcar.<ref>Edison, Thomas A. U.S. Patent No. 493,425, filed January 19, 1891, and issued March 14, 1891 ''Accessed via the Edison Papers at: [http://edison.rutgers.edu/patents/00493425.PDF US Patent #493,425] on February 8, 2007.''</ref> GE built its first electric locomotive prototype in 1895. However, high electrification costs caused GE to turn its attention to internal combustion power to provide electricity for electric railcars. Problems related to co-ordinating the prime mover and [[traction motor|electric motor]] were immediately encountered, primarily due to limitations of the [[Ward Leonard control|Ward Leonard]] current control system that had been chosen.{{Citation needed|date=February 2016}} [[GE Rail]] was formed in 1907 and 112 years later, in 2019, was purchased by and merged with [[Wabtec]].
A significant breakthrough occurred in 1914, when [[Hermann Lemp]], a GE electrical engineer, developed and patented a reliable control system that controlled the engine and traction motor with a single lever; subsequent improvements were also patented by Lemp.<ref>Lemp, Hermann. U.S. Patent No. 1,154,785, filed April 8, 1914, and issued September 28, 1915. ''Accessed via Google Patent Search at: [
In 1917–1918, GE produced three experimental diesel–electric locomotives using Lemp's control design, the first known to be built in the United States.<ref name="SDSG">{{harvnb|Pinkepank|1973|pp=139–141}}</ref> Following this development, the 1923 [[Kaufman Act]] banned steam locomotives from New York City, because of severe pollution problems. The response to this law was to electrify high-traffic rail lines. However, electrification was uneconomical to apply to lower-traffic areas.
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The mechanical transmissions used for railroad propulsion are generally more complex and much more robust than standard-road versions. There is usually a [[fluid coupling]] interposed between the engine and gearbox, and the gearbox is often of the [[epicyclic gearing|epicyclic (planetary)]] type to permit shifting while under load. Various systems have been devised to minimise the break in transmission during gear changing, e.g., the S.S.S. (synchro-self-shifting) gearbox used by [[Hudswell Clarke]].
Diesel–mechanical propulsion is limited by the difficulty of building a reasonably sized transmission capable of coping with the power and [[torque]] required to move a heavy train. A number of attempts to use diesel–mechanical propulsion in high power applications have been made (e.g., the {{convert|1500|kW|hp|abbr=on}} [[British Rail 10100]] locomotive),
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A common option on diesel–electric locomotives is [[Dynamic braking|dynamic (rheostatic) braking]].
Dynamic braking takes advantage of the fact that the [[traction motor]] armatures are always rotating when the locomotive is in motion and that a motor can be made to act as a [[electrical generator|generator]] by separately exciting the field winding. When dynamic braking is
* The field winding of each traction motor is connected across the main generator.
* The armature of each traction motor is connected across a forced-air-cooled [[resistor#Wire wound|resistance grid]] (the dynamic braking grid) in the roof of the locomotive's hood.
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====Hydrokinetic transmission====
{{see also|Torque converter|Fluid coupling}}
[[File:TGM6-diesel-UGP.jpg|thumb|An equipment of a Russian [[Lyudinovsky_Locomotive_Plant|TGM6]] diesel-hydraulic locomotive:<br>1 — diesel, 2 — oil filter, 3 — turning gear, 4 — water-to-fuel heater, 5 — auxiliary electric generator, 6 — hydrokinetic transmission, 7 — first gear valve (with manual shift handle), 8 — automatic transmission oil filter]]
Hydrokinetic transmission (also called hydrodynamic transmission) uses a [[torque converter]]. A torque converter consists of three main parts, two of which rotate, and one (the [[stator]]) that has a lock preventing backwards rotation and adding output torque by redirecting the oil flow at low output RPM. All three main parts are sealed in an oil-filled housing. To match engine speed to load speed over the entire speed range of a locomotive some additional method is required to give sufficient range. One method is to follow the torque converter with a mechanical gearbox which switches ratios automatically, similar to an automatic transmission in an automobile. Another method is to provide several torque converters each with a range of variability covering part of the total required; all the torque converters are mechanically connected all the time, and the appropriate one for the speed range required is selected by filling it with oil and draining the others. The filling and draining is carried out with the transmission under load, and results in very smooth range changes with no break in the transmitted power.
<gallery widths="200px" heights="150px"">
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[[File:SGL V500.17-III.JPG|thumb|right|[[Voith Maxima|Voith Maxima 40CC]], the most powerful single-engined diesel-hydraulic locomotive in the world, rated at {{convert|3,600|kW|hp|abbr=on}}<ref name="G1975de">{{cite web |url=http://voithturbo.com/sys/php/docdb_stream.php?pk=3508|title=Voith Maxima product folder |date=August 2010|publisher=Voith Turbo Lokomotivtechnik|access-date=2011-01-18}}</ref>]]
Diesel-hydraulic locomotives are less efficient than diesel–electrics. The first-generation BR diesel hydraulics were significantly less efficient (c. 65%) than diesel electrics (c. 80%),{{citation needed|date=February 2014}} Moreover, initial versions were found in many countries to be mechanically more complicated and more likely to break down.{{citation needed|date=February 2014}} Hydraulic transmission for locomotives was developed in Germany.{{citation needed|date=February 2014}} There is still debate over the relative merits of hydraulic vs. electrical transmission systems: advantages claimed for hydraulic systems include lower weight, high reliability, and lower capital cost.{{citation needed|date=February 2014}}
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Diesel–hydraulic drive is common in multiple units, with various transmission designs used including [[Voith]] torque converters, and [[fluid coupling]]s in combination with mechanical gearing.
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{{See also|Diesel exhaust}}
[[File:Air pollution by diesel locomotive.jpg|thumb|right|Air pollution by Soviet [[TE10|2TE10M]] diesel locomotive]]
Although diesel locomotives generally emit less sulphur dioxide, a major [[Pollution|pollutant]] to the environment, and greenhouse gases than steam locomotives, they
For years, it was thought by American government scientists who measure [[air pollution]] that diesel locomotive engines were relatively clean and emitted far less health-threatening emissions than those of diesel trucks or other vehicles; however, the scientists discovered that because they used faulty estimates of the amount of fuel consumed by diesel locomotives, they grossly understated the amount of pollution generated annually. After revising their calculations, they concluded that the annual emissions of nitrogen oxide, a major ingredient in [[smog]] and [[acid rain]], and soot would be by 2030 nearly twice what they originally assumed.<ref>{{cite news | url = https://www.washingtonpost.com/wp-dyn/content/article/2006/08/13/AR2006081300530.html | title = Attention to Locomotives' Emissions Renewed | newspaper = [[The Washington Post]] | last = Eilperin | first = Juliet | date = 2006-08-14 | access-date = 2011-08-06 }}</ref><ref>{{cite news | url = http://articles.chicagotribune.com/2011-02-14/news/ct-met-metra-air-testing-20110213_1_scott-fruin-outbound-trains-oldest-trains | title = Metra finds 'alarming' pollution on some trains | work = Chicago Tribune | last = Hawthorne | first = Michael | date = February 14, 2011 | access-date = 2011-08-06 }}</ref> In Europe, where most major railways have been electrified, there is less concern.
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In 2008, the [[United States Environmental Protection Agency]] (EPA) mandated regulations requiring all new or refurbished diesel locomotives to meet [[Not-To-Exceed|Tier II]] pollution standards that slash the amount of allowable soot by 90% and require an 80% reduction in [[nitrogen oxide]] emissions. ''See'' [[List of low emissions locomotives]].
Other technologies that are being deployed to reduce diesel locomotive emissions and fuel consumption include "Genset" switching locomotives and hybrid [[Green Goat]] designs. Genset locomotives use multiple smaller high-speed diesel engines and generators (generator sets), rather than a single medium-speed diesel engine and a single generator.<ref>{{cite web| url=http://www.northeastdiesel.org/pdf/low-emissions-switcher-012206.pdf| title=Multi-Engine GenSet Ultra Low Emissions Road-Switcher Locomotive| publisher=National Railway Equipment Company| access-date=2012-06-03| archive-url=https://web.archive.org/web/20120210130641/http://www.northeastdiesel.org/pdf/low-emissions-switcher-012206.pdf| archive-date=2012-02-10| url-status=dead}}</ref> Because of the cost of developing clean engines, these smaller high-speed engines are based on already developed truck engines. Green Goats are a type of [[Hybrid train|hybrid]] switching locomotive utilizing a small diesel engine and a large bank of rechargeable batteries.<ref>{{cite web | url = http://www.railpower.com/products_hl.html | access-date = 2012-06-03 | title = Railpower Technologies Products| archive-url = https://web.archive.org/web/20080114062221/http://www.railpower.com/products_hl.html| archive-date = January 14, 2008}}</ref><ref>[http://www.trainweb.org/gensets/railpower.html RJ Corman Railpower Genset & Hybrid Switchers]. Trainweb.org. Retrieved on 2013-08-16.</ref> Switching locomotives are of particular concern as they typically operate in a limited area, often in or near urban centers, and spend much of their time idling. Both designs reduce pollution below EPA Tier II standards and cut or eliminate emissions during idle.
==Advantages over steam==
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* [[Alternative fuel vehicle|Alternative fuels for diesel engines]]
* [[Diesel multiple unit]]
* [[Gas turbine locomotive]]
* [[Heilmann locomotive]]
* [[Hybrid electric vehicle]]
* [[Non-road engine]]
{{div col end}}
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