CA1188155A - Forced draft cooling system for diesel-electric locomotive - Google Patents
Forced draft cooling system for diesel-electric locomotiveInfo
- Publication number
- CA1188155A CA1188155A CA000422814A CA422814A CA1188155A CA 1188155 A CA1188155 A CA 1188155A CA 000422814 A CA000422814 A CA 000422814A CA 422814 A CA422814 A CA 422814A CA 1188155 A CA1188155 A CA 1188155A
- Authority
- CA
- Canada
- Prior art keywords
- radiator
- diesel
- resistor
- cooling system
- electric locomotive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
- B61C5/02—Arrangement or disposition of intakes and apparatus for supplying, circulating, and filtering air for combustion and engine-cooling purposes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Abstract
ABSTRACT OF THE DISCLOSURE
A forced draft cooling system for a diesel-electric locomotive wherein a radiator is mounted on a side surface of the locomotive body and a dynamic brake resistor is disposed at the inner side of the radiator.
A radiator fan provided in the intermediate part of the body is driven for taking in air from the outside through the radiator thereby to cool both the radiator and the dynamic brake resistor. The system is characterized in that the dynamic brake resistor is disposed at the inner side of the radiator, close and in parallel there-to, and is divided into a plurality of units, which are arranged so as to be distributed within the draft area of the radiator.
A forced draft cooling system for a diesel-electric locomotive wherein a radiator is mounted on a side surface of the locomotive body and a dynamic brake resistor is disposed at the inner side of the radiator.
A radiator fan provided in the intermediate part of the body is driven for taking in air from the outside through the radiator thereby to cool both the radiator and the dynamic brake resistor. The system is characterized in that the dynamic brake resistor is disposed at the inner side of the radiator, close and in parallel there-to, and is divided into a plurality of units, which are arranged so as to be distributed within the draft area of the radiator.
Description
BACKGROUND OF THE INVENTION
FIEI.D OF THE INVENTION
The present invention relates to a forced draft cooling system for a diesel-electric locomotive and more particularly to a cooling system for a dynamic brake resistor of a diesel~electric locomotive.
DESCRIPTION OF T~E PRIOR ART
In a typical conventional diesel-electric locomotive, a radiator apparatus for the cooling ~ater for a diesel engine which comprises a radiator core, radiator fan and so forth and a dynamic brake apparatus having a resistor are generally disposed at different positions spaced in the longitudinal direction of the locomotive body. Therefore, the body length must be unfavorably long.
As a means for overcoming the above dis-advantage, such an arrangement has been proposed in which the radiator core is disposed on a side surface of the body, while the radiator fan is disposed in the center thereof, and the dynamic brake resistor is dis posed above the radiator fan.
The above arrangement permlts both the radiator core and the resistor to be cooled by a single radiator fan as well as eliminates the need for enlarging the body length.
1 However, since the res~stor is exposedly disposed on the upper surface of the body, elements of the resistor which become high ln temperature and supporting insulators thereof are undesirably exposed to rainwater to shorten the life thereof. In order to overcome thes6 disadvantages, another arrangement has been proposed by the same appl.icant as above in which the radiator is disposed on a slde surface of the body, while the dynamic brake resistor is disposed at the inner side of the radiator with a proper distance provided therebetween, and both are forcedly cooled by air moved by a mutual fanO ~his arrangement, however, still has the following problems. Namely, since the radiator and the dynamic brake resistor are simultaneously cooled by forced draft, there is, as a matter of course, a need for an air flow la~ger than that for cooing only the radiator or the resistor. Consequently, the cooling air passing through the radiator becomes high in wind velocity, and since the draft area of the resistor is smaller than that of the radiator, the existence of the resistor causes the wind velocity distribution within the draft area of the radiator to be ununifoxm. For above and other reasons, radia~or core fins vibrate in portions of the radiator where the wind velocities are paxticularly high, unfavorably producing vibration noises. In addition, since the resistor is installed within a limited space at the inner side of the radia-tor, it is extremely difficult to demount and remount the s 1 resistor in maintenance and inspectlon.
SUMM~RY OF THE INVENTION
It is, therefore, a primary object of the invention to provide a forced draf-t cooling system for a diesel-electric locomotive in which a dynamic brake resistor is disposed at the inner side of a radlator, capable of preven~ing the production of vibra-tion noises of rad:Lator core fins as well as easily performing the maintenance and inspec~ion of the dynamic brake resistor, thereby overcomi~g the above mentioned disadvantages of the prior art~
To this end, according to the invention, there is provided a forced draft cooling system for a diesel-electric locomotive having a radiator for a diesel engine disposed on a side surface of the locomotive body, a dynamic bra]ce resistor disposed at the inner side of the radiator, and a fan for sucking in a cooling air through the radiator and the resistor, characterized in that the resistor is divided into a plurality of Imlts, which are arranged so as to be distributed within the draft area of the radiator.
The above and o~her objects, features and advantages of the invention will become clear from the following description of the preferred embodiment taken in conjunction with the accompanying drawings.
5i5 Fig. 1 is a plan view of the whole of a diesel-electric locomotive employing a cooling system for a dynamic brake resistor thereof in accordance with a S preferred embodiment of the lnvention;
Fia. 2 is a side elevational view of the diesel-electric locomotive shown ln Fig. l;
Fig. 3 is a plan view of a radiator part of the diesel-electric locomotive shown in Fig. l;
Fig~ 4 is a sectional view taken along a line IV-IV of Fig~ 3;
Fig. 5 is a sectional view taken along a line V-V of Fig. 3; and Fig. 6 is an enlarged view of a part F of Fig. 5.
DESCRIPTION OF THE PREFERRED EMBODIMENT
On a locomotive body 1, a main generator 2, a diesel engine 3, and a radiator fan 4 driven through a radiator fan driving device 5 are disposed successivèly in the longitudinal direction of the body 1~
A dynamic brake resistor 7 (see Fig. 3) is disposed at the inner side of the corresponding one of radiators 6 disposed on both side surfaces of the locomoti.ve body 1, respectively. The resistor 7 is divided into a plurality of resistor units 7a, which are arranged so as to be distributed within the draft area of the corresponding radiator 6.
8~5~
1 As will be apparent frorn Fig. 3, each radiator 6 is constltuted by three radiator units 6a, which are divided in the widthwise direc1ion and arranged with a gap b (generally from 10 to 20 mm) for draft provided between the adjacent ones. Moreover, a gap c (generally from 50 to 70 mm) for draft is provided also between the radiator units 6a and a mounting frame 8 secured to the body 1. Each radiator 6 and the corresponding dynamic brake resistor 7 are di.sposed in parallel with each other with a gap H of from 50 to 300 mm provided therebetween. ~he resistor units 7a constituting the dynamic brake resistor 7 are arranged with a gap a for draft provided therebetween, and are fixed to a lower resistor support 9a and an upper resistvr suppor~
9b, which are fixed to the body 1, through resistor supporting insulators 10 arranged such that the longitudi-nal axes of the insulators dispos~d in the upper part of t~e body 1 are perpendiculax to the plane of the resistor 7, while the in~ulators disposed in the lower part of the body 1 are vertical so as to receive the load of the resistor 7. This mounting struc~ure facilitates the mounting operation inside the body 1.
Insulator covers 11 are provided above the supporting insulators 10~ respectively, for protection of the latter in case rain or the like enters from the upper part of the body 1. Partition walls 12 for allowing the radiator room to be an independent room are disposed at the frontwa:rd and rearward portions of the body 1, l5~
1 respectlvely, and are inclined so as to -taper toward the cen-ter of -the racllator room in order -to allow air to circulate excellently. A reference numeral 14 denotes each of baffle plates for guidlng the air passing through the radiator towaxd the resistor units 7a, while a numeral 15 designates each of holes formed in each baffle plate 15 in order to regulate air flow.
A fan 4 for draft is disposed in the central upper part of the body 1 and adapted to suck in a cooling air through the radiators 6 mounted on the body side surfaces and the dynamic brake resistors 7 and dis-charge the cooling air heated there from the body upper surface. The fan 4 is driven by the diesel engine 2 through a propeller shaft 20, a gear box 21 and a vertical shaft 22. The fan 4 may, as a matter of course, be driven by means of an independent drive motor. Vent holes 13 for taking in a cooling air for lowering the temperature of the gear box 21 are formed in the parti-tion wall 12 remoter from the diesel engine 3.
According to the above arrangement, since the units 7a constituting the dynamic brake resistor 7 are arranged so as to be distributed within the draft area of the radiator 6, the wind velocities within the draft area of the radiator 6 become relatively uniform, so that there will be no portion having a locallv high wind velocity. Accordingly, it is possible to prevent production of vibration noises of the radiator core fins.
Moreover, in t:he a~ove embodiment, the gap b is provided 1 be-tween the adjacent racliator units 6a, and each resistor unit 7a is disposed so as to correspond to the gap b.
Therefore, the cooling alr passing through the gap b, i.e., the cooling air not heated by the radiator units 6a~ is made to directly blow against the corresponding resistor unit 7a, thereby allowing the reslstor units 7a to be improved in cooling efficiency. Furthermore, since the dynamic brake resistor 7 is divided into a plurality of units, each resistor unit 7a is compact and lightweight, so that it ~ecomes extremely easy to demount and remount the resis-tor units 7a in a narrow space in maintenance and inspecti.on. In addition, since elemen~s 19 shown in Fig. 6 becorne short in span, the sag of the elements 19 due to thermal expansion becomes small, so that there I5 will be no short circuit accident of the elements 19 due to sagging.
It is to be noted that although the dynamic brake resistor on each side is divided into two in the above-described embodlment, it is possible to divide the resistor into three or more.
Moreover, if the gap c is provided also between each radiator 6 and the corresponding mounting frame 8, a cooling air easily flows in also through the gap c, thereby allowing a more appropriate air flow to be obtain~d Furthermore, the air flowing in through the radiators 6 and the resistors 7 has a high temperature, since it is heated by both of them.
5~
1 Therafore, there is a possibility that -the heated alr may have adverse effects on such peripheral devices as -the radiator fan driving device 5, the radia-tor fan 4 and so forth. Provided in order to eliminate such a possibility are the vent holes 13 formed in the partition wall 13 remoter from the dlesel engine 3. The vent holes 13 are adapted to allow the cooling air for cooling a compressor in a compressor room ~not shown) to flow in there~hrough. There~by, t~he radiator room is cooled, and the above~mentioned problem can be solved.
As has been described, according to the inven~
tion, since the dynamic brake resistor ls divided into a plurality of units and arranged so as to be distributed within the draft area of the radiator, the wind velocities of the cooling air passing through the radiator are uniformed, so that there will be no portion having an extramely high wind velocity. Accordingly, it is pos-sible to prevent productlon of vibration noises of the radiator core fins. In addition t since the dynamic brake resistor is divided into a plurality of units, e~ch unit is compact and lightweight. Therefore, it becomes easy to demount and remount the resistor units in maintenance and inspection and moreover, it is pos-sible to prevent a short-circuit accident of the elements due to the sagging thereof.
Although the invention has been described through specific terms, it is to be noted here that the described embodiment is only illustrative and not 1 exclusive, and the invention covexs all possible changes and modifications imparted to the described embodimen-t within the scope of spirit of the inventi.on which is limited solely by the appended claims.
_ 9 _
FIEI.D OF THE INVENTION
The present invention relates to a forced draft cooling system for a diesel-electric locomotive and more particularly to a cooling system for a dynamic brake resistor of a diesel~electric locomotive.
DESCRIPTION OF T~E PRIOR ART
In a typical conventional diesel-electric locomotive, a radiator apparatus for the cooling ~ater for a diesel engine which comprises a radiator core, radiator fan and so forth and a dynamic brake apparatus having a resistor are generally disposed at different positions spaced in the longitudinal direction of the locomotive body. Therefore, the body length must be unfavorably long.
As a means for overcoming the above dis-advantage, such an arrangement has been proposed in which the radiator core is disposed on a side surface of the body, while the radiator fan is disposed in the center thereof, and the dynamic brake resistor is dis posed above the radiator fan.
The above arrangement permlts both the radiator core and the resistor to be cooled by a single radiator fan as well as eliminates the need for enlarging the body length.
1 However, since the res~stor is exposedly disposed on the upper surface of the body, elements of the resistor which become high ln temperature and supporting insulators thereof are undesirably exposed to rainwater to shorten the life thereof. In order to overcome thes6 disadvantages, another arrangement has been proposed by the same appl.icant as above in which the radiator is disposed on a slde surface of the body, while the dynamic brake resistor is disposed at the inner side of the radiator with a proper distance provided therebetween, and both are forcedly cooled by air moved by a mutual fanO ~his arrangement, however, still has the following problems. Namely, since the radiator and the dynamic brake resistor are simultaneously cooled by forced draft, there is, as a matter of course, a need for an air flow la~ger than that for cooing only the radiator or the resistor. Consequently, the cooling air passing through the radiator becomes high in wind velocity, and since the draft area of the resistor is smaller than that of the radiator, the existence of the resistor causes the wind velocity distribution within the draft area of the radiator to be ununifoxm. For above and other reasons, radia~or core fins vibrate in portions of the radiator where the wind velocities are paxticularly high, unfavorably producing vibration noises. In addition, since the resistor is installed within a limited space at the inner side of the radia-tor, it is extremely difficult to demount and remount the s 1 resistor in maintenance and inspectlon.
SUMM~RY OF THE INVENTION
It is, therefore, a primary object of the invention to provide a forced draf-t cooling system for a diesel-electric locomotive in which a dynamic brake resistor is disposed at the inner side of a radlator, capable of preven~ing the production of vibra-tion noises of rad:Lator core fins as well as easily performing the maintenance and inspec~ion of the dynamic brake resistor, thereby overcomi~g the above mentioned disadvantages of the prior art~
To this end, according to the invention, there is provided a forced draft cooling system for a diesel-electric locomotive having a radiator for a diesel engine disposed on a side surface of the locomotive body, a dynamic bra]ce resistor disposed at the inner side of the radiator, and a fan for sucking in a cooling air through the radiator and the resistor, characterized in that the resistor is divided into a plurality of Imlts, which are arranged so as to be distributed within the draft area of the radiator.
The above and o~her objects, features and advantages of the invention will become clear from the following description of the preferred embodiment taken in conjunction with the accompanying drawings.
5i5 Fig. 1 is a plan view of the whole of a diesel-electric locomotive employing a cooling system for a dynamic brake resistor thereof in accordance with a S preferred embodiment of the lnvention;
Fia. 2 is a side elevational view of the diesel-electric locomotive shown ln Fig. l;
Fig. 3 is a plan view of a radiator part of the diesel-electric locomotive shown in Fig. l;
Fig~ 4 is a sectional view taken along a line IV-IV of Fig~ 3;
Fig. 5 is a sectional view taken along a line V-V of Fig. 3; and Fig. 6 is an enlarged view of a part F of Fig. 5.
DESCRIPTION OF THE PREFERRED EMBODIMENT
On a locomotive body 1, a main generator 2, a diesel engine 3, and a radiator fan 4 driven through a radiator fan driving device 5 are disposed successivèly in the longitudinal direction of the body 1~
A dynamic brake resistor 7 (see Fig. 3) is disposed at the inner side of the corresponding one of radiators 6 disposed on both side surfaces of the locomoti.ve body 1, respectively. The resistor 7 is divided into a plurality of resistor units 7a, which are arranged so as to be distributed within the draft area of the corresponding radiator 6.
8~5~
1 As will be apparent frorn Fig. 3, each radiator 6 is constltuted by three radiator units 6a, which are divided in the widthwise direc1ion and arranged with a gap b (generally from 10 to 20 mm) for draft provided between the adjacent ones. Moreover, a gap c (generally from 50 to 70 mm) for draft is provided also between the radiator units 6a and a mounting frame 8 secured to the body 1. Each radiator 6 and the corresponding dynamic brake resistor 7 are di.sposed in parallel with each other with a gap H of from 50 to 300 mm provided therebetween. ~he resistor units 7a constituting the dynamic brake resistor 7 are arranged with a gap a for draft provided therebetween, and are fixed to a lower resistor support 9a and an upper resistvr suppor~
9b, which are fixed to the body 1, through resistor supporting insulators 10 arranged such that the longitudi-nal axes of the insulators dispos~d in the upper part of t~e body 1 are perpendiculax to the plane of the resistor 7, while the in~ulators disposed in the lower part of the body 1 are vertical so as to receive the load of the resistor 7. This mounting struc~ure facilitates the mounting operation inside the body 1.
Insulator covers 11 are provided above the supporting insulators 10~ respectively, for protection of the latter in case rain or the like enters from the upper part of the body 1. Partition walls 12 for allowing the radiator room to be an independent room are disposed at the frontwa:rd and rearward portions of the body 1, l5~
1 respectlvely, and are inclined so as to -taper toward the cen-ter of -the racllator room in order -to allow air to circulate excellently. A reference numeral 14 denotes each of baffle plates for guidlng the air passing through the radiator towaxd the resistor units 7a, while a numeral 15 designates each of holes formed in each baffle plate 15 in order to regulate air flow.
A fan 4 for draft is disposed in the central upper part of the body 1 and adapted to suck in a cooling air through the radiators 6 mounted on the body side surfaces and the dynamic brake resistors 7 and dis-charge the cooling air heated there from the body upper surface. The fan 4 is driven by the diesel engine 2 through a propeller shaft 20, a gear box 21 and a vertical shaft 22. The fan 4 may, as a matter of course, be driven by means of an independent drive motor. Vent holes 13 for taking in a cooling air for lowering the temperature of the gear box 21 are formed in the parti-tion wall 12 remoter from the diesel engine 3.
According to the above arrangement, since the units 7a constituting the dynamic brake resistor 7 are arranged so as to be distributed within the draft area of the radiator 6, the wind velocities within the draft area of the radiator 6 become relatively uniform, so that there will be no portion having a locallv high wind velocity. Accordingly, it is possible to prevent production of vibration noises of the radiator core fins.
Moreover, in t:he a~ove embodiment, the gap b is provided 1 be-tween the adjacent racliator units 6a, and each resistor unit 7a is disposed so as to correspond to the gap b.
Therefore, the cooling alr passing through the gap b, i.e., the cooling air not heated by the radiator units 6a~ is made to directly blow against the corresponding resistor unit 7a, thereby allowing the reslstor units 7a to be improved in cooling efficiency. Furthermore, since the dynamic brake resistor 7 is divided into a plurality of units, each resistor unit 7a is compact and lightweight, so that it ~ecomes extremely easy to demount and remount the resis-tor units 7a in a narrow space in maintenance and inspecti.on. In addition, since elemen~s 19 shown in Fig. 6 becorne short in span, the sag of the elements 19 due to thermal expansion becomes small, so that there I5 will be no short circuit accident of the elements 19 due to sagging.
It is to be noted that although the dynamic brake resistor on each side is divided into two in the above-described embodlment, it is possible to divide the resistor into three or more.
Moreover, if the gap c is provided also between each radiator 6 and the corresponding mounting frame 8, a cooling air easily flows in also through the gap c, thereby allowing a more appropriate air flow to be obtain~d Furthermore, the air flowing in through the radiators 6 and the resistors 7 has a high temperature, since it is heated by both of them.
5~
1 Therafore, there is a possibility that -the heated alr may have adverse effects on such peripheral devices as -the radiator fan driving device 5, the radia-tor fan 4 and so forth. Provided in order to eliminate such a possibility are the vent holes 13 formed in the partition wall 13 remoter from the dlesel engine 3. The vent holes 13 are adapted to allow the cooling air for cooling a compressor in a compressor room ~not shown) to flow in there~hrough. There~by, t~he radiator room is cooled, and the above~mentioned problem can be solved.
As has been described, according to the inven~
tion, since the dynamic brake resistor ls divided into a plurality of units and arranged so as to be distributed within the draft area of the radiator, the wind velocities of the cooling air passing through the radiator are uniformed, so that there will be no portion having an extramely high wind velocity. Accordingly, it is pos-sible to prevent productlon of vibration noises of the radiator core fins. In addition t since the dynamic brake resistor is divided into a plurality of units, e~ch unit is compact and lightweight. Therefore, it becomes easy to demount and remount the resistor units in maintenance and inspection and moreover, it is pos-sible to prevent a short-circuit accident of the elements due to the sagging thereof.
Although the invention has been described through specific terms, it is to be noted here that the described embodiment is only illustrative and not 1 exclusive, and the invention covexs all possible changes and modifications imparted to the described embodimen-t within the scope of spirit of the inventi.on which is limited solely by the appended claims.
_ 9 _
Claims (10)
1. A forced draft cooling system for a diesel-electric locomotive wherein a radiator is mounted on a side surface of the body of said diesel-electric locomo-tive and a dynamic brake resistor is disposed at the inner side of said radiator, and then a radiator fan provided in the intermediate part of said body is driven for taking in air from the outside of said body through said radiator thereby to cool both said radiator and said dynamic brake resistor, characterized in that said dynamic brake resistor is disposed at the inner side of said radiator, close and in parallel thereto, and is divided into a plurality of units, which are arranged so as to be distributed within the draft area of said radiator.
2. A forced draft cooling system for a diesel-electric locomotive according to claim 1, wherein said radiator is divided into a plurality of units, and a gap for passing the outside air is provided between each adjacent ones of said plurality of units.
3. A forced draft cooling system for a diesel-electric locomotive according to claim 2, wherein a gap for passing the outside air is provided between said radiator and a mounting frame for mounting said radiator.
4. A forced draft cooling system for a diesel-electric locomotive according to claim 1, wherein the gap between said radiator and said dynamic brake resistor is from 50 to 300 mm.
5. A forced draft cooling system for a diesel-electric locomotive according to either one of claims 1 and 2, wherein each of said plurality of units constituting said dynamic brake resistor is disposed so as to correspond to a gap provided between each adjacent ones of a plurality of radiator units constituting said radiator.
6. A forced draft cooling system for a diesel-electric locomotive according to claim 1, wherein a baffle plate for guiding the air passing through said radiator toward said dynamic brake resistor is provided on a side of said radiator.
7. A forced draft cooling system for a diesel-electric locomotive according to claim 1, wherein said dynamic brake resistor is fixed to resistor supports disposed in the upper and lower parts of said body, through resistor supporting insulators.
8. A forced draft cooling system for a diesel-electric locomotive according to claim 7, wherein said resistor supports are provided with rain covers covering said resistor supporting insulators, respectively.
9. A forced draft cooling system for a diesel-electric locomotive according to claim 7, wherein said resistor supporting insulators are arranged such that the longitudinal axes of the resistor supporting insulators disposed in the upper part of said body are perpendicular to the plane of said dynamic brake resistor and the resistor supporting insulators disposed in the lower part of said body are vertical so as to receive the load of said dynamic brake resistor.
10. A forced draft cooling system for a diesel-electric locomotive according to claim 1, wherein a vent hole is formed in one of partition walls partitioning off said radiator fan and the like remoter from a diesel engine.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP33915/82 | 1982-03-05 | ||
| JP57033915A JPS58152650A (en) | 1982-03-05 | 1982-03-05 | Fixture of resistor for dynamic brake of diesel electric locomotive |
| JP102210/82 | 1982-06-16 | ||
| JP10221082A JPS58221762A (en) | 1982-06-16 | 1982-06-16 | Fixture of resistor for dynamic brake of diesel electric locomotive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1188155A true CA1188155A (en) | 1985-06-04 |
Family
ID=26372682
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000422814A Expired CA1188155A (en) | 1982-03-05 | 1983-03-03 | Forced draft cooling system for diesel-electric locomotive |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0088340B1 (en) |
| CA (1) | CA1188155A (en) |
| DE (1) | DE3367567D1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2609954B1 (en) * | 1987-01-27 | 1990-05-18 | Alsthom | DEVICE FOR VENTILATING BRAKE AND / OR STARTING RHEOSTATS OF A LOCOMOTIVE |
| CN102392727A (en) * | 2011-11-30 | 2012-03-28 | 中国北车集团大连机车研究所有限公司 | Integrated cooling bag for diesel locomotives and installation method thereof |
| US9815374B2 (en) | 2014-09-25 | 2017-11-14 | Dayton-Phoenix Group, Inc. | Braking grid cooling system |
| CN106558379B (en) * | 2015-10-12 | 2018-10-02 | 西安铁路信号有限责任公司 | A kind of transition Duct design computational methods |
| CN109296437A (en) * | 2018-08-31 | 2019-02-01 | 中车大连机车车辆有限公司 | For the cooling device of rail vehicle, control method and controller |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1108721B (en) * | 1957-02-08 | 1961-06-15 | Voith Gmbh J M | Cooling system designed for rail vehicles with an internal combustion engine |
| DE1151270B (en) * | 1960-06-15 | 1963-07-11 | Siemens Ag | Arrangement for the ventilation of braking resistors and oil coolers on locomotives, especially rail locomotives |
| DE1940429B2 (en) * | 1969-08-08 | 1971-02-25 | Atlas Mak Maschb Gmbh | Cooling system for diesel-electric locomotives |
| JPS5413047B2 (en) * | 1973-10-12 | 1979-05-28 |
-
1983
- 1983-03-01 DE DE8383101989T patent/DE3367567D1/en not_active Expired
- 1983-03-01 EP EP83101989A patent/EP0088340B1/en not_active Expired
- 1983-03-03 CA CA000422814A patent/CA1188155A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| DE3367567D1 (en) | 1987-01-02 |
| EP0088340B1 (en) | 1986-11-12 |
| EP0088340A1 (en) | 1983-09-14 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEC | Expiry (correction) | ||
| MKEX | Expiry |