GB387775A - Improvements in speed control apparatus for locomotives - Google Patents

Abstract

387,775. Controlling internalcombustion engine locomotives. TRIGGS, W. W., 57, Lincoln's Inn Fields, London.-(Ingersoll-Rand Co. ; 15, Exchange Place, Jersey City, New Jersey, U.S.A.) Nov. 6, 1931, No. 30844. [Class 79 (v).] Controlling-apparatus for locomotives having one or more internal-combustion engines and electrical or like flexible transmission means is characterized by the provision of a fluid-pressure system for controlling the supply of fuel to the engine and means adapted to limit the period of time during which the engine may be operated at a certain predetermined critical speed or speeds as determined by the position of the engine throttle. In the construction shown two similar locomotives A, B are coupled together, each having an internal-combustion engine D driving a dynamo E which supplies power to an electric motor G driving the track wheels L. Air or other fluid is compressed for controlling purposes by a compresser O driven by an electric motor P and is supplied by a pipe T to a train pipe line U. A second train pipe line j is provided and is supplied with pressure fluid when any one of a number of valves t is operated, there being a valve t at each end of each locomotive. The pipe-line j is connected by a pipe s on each locomotive to a cylinder Z having a spring- loaded piston b connected to the valve Y controlling the air supply and therefore the supply of fuel to the engine. The valve or throttle Y is shown in the closed or idling position. To open all the engine throttles on the train one of the valves t is opened so as to supply pressure fluid to the pipe and the cylinders Z, thus moving the pistons b against their springs g. When the engines have reached the desired speed the valve t is closed so that the fluid in the pipe and the cylinders Z is locked therein and the pistons b and the throttles are held in the desired position. To reduce speed or to stop, the valve t is turned to a position in which the pipe j is connected to an exhaust port y ; the cylinders Z are thus relieved of pressure and the springs g close the throttles. Since the control pipes are flexible where required, the positions of the throttles are not affected by relative movements between the control valves t and the throttles. An automatic connection between the pipes U, j is effected by pipes 6, 9 and a cylinder 2 containing a valve 4 loaded by a spring 10. In the normal position shown there is no communication between the pipes U, j, but if the pressure in the pipe j exceeds a predetermined value the valve 4 is moved to the right against the action of the spring 10, and at a certain part of its stroke a port 7 in the valve opens communication between the pipes 6, 9. The spring 10 is so adjusted by a screw 12 that its pressure is overcome when the pressure in the pipe j and cylinders Z has moved the throttles to positions corresponding to the critical speed of the engines. As the valve 4 is moved to the right, the port 7 temporarily establishes communication between the pipes U, j, and pressure fluid flows from U to j, thus raising the pressure in the pipe j and moving the throttles past the position corresponding to the critical speed. When the speed is reduced by connecting the pipe j to the exhaust port y the valve 4 moves to the left again but the momentary reconnection of the pipes through the valve 4 has no effect since the pressure fluid passing through the valve 4 escapes through the exhaust port.