SE128503C1

SE128503C1 -

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Publication number: SE128503C1
Authority: SE
Publication date: 1950-01-01

Description

KLASS 20 b:5/03 BESKRIVNING OFFENTLIGGJORD AV KUNGL. PATENT- OCH REGISTRERINGSVERKET BEVIDAT DEN 13 APRIL 1950 PATENTTID FRAN DEN 28 AUG. 1946 PUBLICERAT DEN 20 JUNI 19 Ans. den /, 1946, nr 748i/1946. HeirtiII en ritning. CLASS 20 b: 5/03 DESCRIPTION PUBLISHED BY KUNGL. PATENT AND REGISTRATION AGENCY GRANTED ON 13 APRIL 1950 PATENT PERIOD FROM 28 AUG. 1946 PUBLISHED ON 20 JUNE 19 Ans. den /, 1946, No. 748i / 1946. HeirtiII en ritning.

FELL DEVELOPMENTS LIMITED, LONDON, STORBRITANNIEN. FELL DEVELOPMENTS LIMITED, LONDON, UNITED KINGDOM.

Motoraggregat for lokomotiv. Engine unit for locomotive.

TJppfinnare: L. F. R. Fell. TJppfinnare: L. F. R. Fell.

Priorifet begiird frdn den 20 angusti 1015 (Storbrilannien). Priorifet begiird frdn 20 angusti 1015 (Storbrilannien).

Foreliggande uppfinning liar avseende pa ett motoraggregat f Sr lokomotiv och uppfin- ningens andamal Sr att astadkomma ett mo- toraggregat, som kan arbeta vid i huvudsak konstant avgiven effekt, varvid drivmomentet Sr variabelt inom de erforderliga granserna for lokomotivets korhastighetsomrade utan att en hastighetsandrande vaxel, en elektrisk kraftoverforingsanordning eller liknande believer anordnas mellan motoraggregatet och lokomotivets drivhjul. The present invention relates to a motor unit for a locomotive and to the object of the invention being to provide a motor unit which can operate at a substantially constant power output, the driving torque being variable within the required limits of the locomotive speed range of the locomotive. an electric power transmission device or similar believer is arranged between the motor unit and the drive wheel of the locomotive.

Ett motoraggregat fOr ett lokomotiv enligt fi3religgande uppfinning kannetecknas i huvudsak genom kombinationen av dels en huvudforbranningsmotor, dels en av en separat hjalpforbranningsmotor driven flakt for tillfOrande av luft till huvudmotorn, dels organ, medelst vilka hjalpmotorn och darmed Oxen flakten kan regleras, dels en anordning fOr automatisk reglering av huvudmotorns bransletillforsel i overensstammelse med trycket av den till huvudmotorn tillforda luften, varigenom motorns vridande moment minskar alit ef ter som varvtalet okar, sa att den utvecklar i huvudsak konstant effekt mom motorns he-la driftvarvtalsomrade, och dels en kraftOverforingsanordning anordnad Indian huvudmotorn och lokomotivets drivhjul och omfattande en hydraulisk koppling eller en mekanisk koppling med liknande egenskaper. A motor unit for a locomotive according to the present invention can be characterized mainly by the combination of a main combustion engine, a plane driven by a separate auxiliary combustion engine for supplying air to the main engine, and means by means of which the auxiliary engine and thus the oxen can be regulated. automatic control of the main engine's fuel supply in accordance with the pressure of the air supplied to the main engine, whereby the engine's torque decreases alit as the speed increases, so that it develops substantially constant power in the engine's entire operating speed range, and a power transmission device arranged Indian main engine and the drive wheel of the locomotive and comprising a hydraulic coupling or a mechanical coupling with similar properties.

Tidsinstallningen av huvudmotorns hind-fling eller bransleinsprutning kan ocksa forandras ph liknande salt eller genom huvudmotorns rotationshastighet. Sadana anordningar, som komma till anvandning, for den automatiska regleringen av huvudmotorns bransletillforsel, maste avpassas efter den typ av motor, som anyandes. The timing of the main engine hind-fling or fuel injection can also be changed ph like salt or through the rotational speed of the main engine. Such devices, which come into use for the automatic regulation of the main engine's fuel supply, must be adapted to the type of engine as anyandes.

En speciell utforingsform av uppfinningen beskrives i det foljande I samband med bifogade ritning och trots att foreliggande utforingsform Sr sarskilt anpassad for f orgasaremotorer, far uppfinningen joke anses begransad till denna motortyp, utan kan mycket vOl utnyttjas i samband med motorer med kompressionstandning under forut sattning att nagon lOmplig anordning for automatisk branslereglering anordnas, sa- som t. ex. ett pneumatiskt bransleregleringsorgan, paverkat av trycket vid motorns luftintag. A particular embodiment of the invention is described in the following In connection with the accompanying drawing and although the present embodiment is particularly adapted for exhaust gas engines, the invention may be considered limited to this type of engine, but can be very much used in connection with compression-ignition engines provided that any suitable device for automatic industry regulation is arranged, such as e.g. a pneumatic fuel control means, affected by the pressure at the engine air intake.

Fig. 1 Sr en schematisk vy i perspektiv 11V ett motoraggregat for ett lokomotiv. Fig. 1 is a schematic view in perspective 11V of a motor unit for a locomotive.

Fig. 2 Sr en liknande vy, som askadliggor en annan utforingsform enligt uppfinningen. Fig. 2 is a similar view showing another embodiment of the invention.

Fig. 3 visar schematiskt de regleringsanordningar, snail arc anordnade i samband med den i fig. 2 visade anordningen. Fig. 3 schematically shows the control devices, snail arc arranged in connection with the device shown in Fig. 2.

Fig. 4 visar i perspektiv en .tredje utforingsform av ett enligt uppfinningen utfort motoraggregat. Fig. 4 shows in perspective a third embodiment of a motor unit designed according to the invention.

Det i fig. 1 visade motoraggregatet bestar i huvudsak cv dels en huvudmotor 10, dels en oberoende av denna arbetande hjalpmotor 11, vilken Sr anordnad att driva en flakt 12 eller liknande, och dels icke visade regleringsanordningar for hjalpmotorn, vilka kunna instAllas av foraren. Den Iran flakten 12 utmatade Julien ledes medelst en ledning 13 till huvudmotorns 10 luftintag 14, varvid flakteffekten kan varieras genom reglering av hjalpmotorn 11. Huvudmotorn 10 Sr farbunden med lokomotivets drivhjul 15 formedelst en i och fi5r sig kand hydraulisk koppling /6, varvid dennas effektavgivande axel 17 Sr forbunden med drivhjulen genom en kuggvaxel 18, en transmissionsaxel 19, en med 20 betecknad omkastningsvaxel, en kuggvaxel 21. ()eh hjulaxeln 22. Huvudmotorn 10 Sr fersedd med ett bransle-luft-blandningen reglerande organ, som automatiskt installer bransletillforseln till huvudmotorn pa sadant satt, att den overensstammer med det av flakten 12 avgivna overladdningstrycket, varvid niimnda blandningsreglerande organ installes av trycket i huvudmotorns luftintag. PS liknande satt kan en regleringsanordning for tidsinstallning av tandningen (eller bransleinsprutningen) vara anordnad sa att tidsinstallningen av tandningen (eller bransleinsprutningen) kan regleras i overensstammelse med det overladdningstryck — — och den bransle-luft-blandning, som ar lampligt under de for huvudmotorn radande driftsfarhallandena. ovansthende framgar, att huvudmotorn 10 icke är mekaniskt forbunden med de av fOraren kontrollerade regleringsorganen utan att dess drift bestammes av flaktens 12 avgivna effekt, liken regleras av lokfararen genom installning av den av hjalpmotorn utvecklade effekteri, for vilket andamal lampliga, pa ritningen icke visade regleringsorccan aro anordnade. The motor unit shown in Fig. 1 consists essentially of a main motor 10, partly an auxiliary motor 11 operating independently of this, which Sr is arranged to drive a flat 12 or the like, and partly a control device for the auxiliary motor (not shown), which can be adjusted by the driver. The Iranian flue 12 discharged Julien is led by a line 13 to the air intake 14 of the main engine 10, whereby the flattening effect can be varied by regulating the auxiliary engine 11. The main engine 10 is connected to the locomotive's drive wheel 15 by means of an in and of itself known hydraulic clutch / 6. shaft 17 Sr connected to the drive wheels by a gear shaft 18, a transmission shaft 19, a gear shaft designated by 20, a gear shaft 21. () eh the wheel shaft 22. The main engine 10 Sr is provided with a fuel-air mixture regulating means, which automatically installs the fuel supply to the main motor in such a way that it corresponds to the overcharging pressure emitted by the flap 12, said mixing control means being installed by the pressure in the air intake of the main motor. PS similarly, a timing device for timing the ignition (or fuel injection) may be arranged so that the timing of the ignition (or fuel injection) can be controlled in accordance with the supercharging pressure and the fuel-air mixture suitable for the main engine. operating conditions. The above shows that the main engine 10 is not mechanically connected to the control means controlled by the driver without its operation being determined by the power delivered by the float 12, the body is controlled by the train driver by installing the power developed by the auxiliary engine. aro arranged.

Vid ovan beskrivna anordning arbeta, da lokornotivet star stilla, bade huvud- och hjalpmotorn i tomgang och flakten tillfor huvudmotorn en jamforelsevis liten luftmangd. Huvudmotorns bransletillforsel är instalid i iiverensstammelse harmed s?t att motorn arbetar yid ett lagt -varvtal. Under dessa forhallanden är den hydrauliska kopplingens sliming maximal och ingen drivkraft overfares fran huvudmotorn till lokomotivets drivhjul. I del att foraren oppnar hjalpmotorns gasspjall, akar denna motorns varvtal och armed aven flaktens effekt. Samtidigt installer det autornatiskt verkande blandningsreglerande organet huvudmotoms bransletillforsel sa, att denna svarar mot den akade luftmangden, som tillfOres motorn. Installningen a-v tandningen (eller bransleinsprutningen) sker pa ett liknande salt. Som foljd av flaktens akade effekt och den Rade bransletillforseln till hu-vudmotorn, akar dennas vridande moment. Da huvudrnotorns vridande moment akar, minskar den hydrauliska kopplingens sliming och det 'vridande momentet overfores till lokomotivets drivhjul. When working with the device described above, when the locomotive is stationary, both the main and auxiliary motors idle and the flatness supplies the main motor with a comparatively small amount of air. The main engine's fuel supply is instalid in iiverens stammelse harmed so that the engine works yid a laid -speed. Under these conditions, the sliming of the hydraulic clutch is maximum and no driving force is transmitted from the main engine to the drive wheels of the locomotive. To the extent that the driver opens the auxiliary engine's throttle, this increases the engine's speed and is also armed by the effect of the flap. At the same time, the automatic actuating mixture regulating means installs the main supply of the main engine so that it corresponds to the increased amount of air supplied to the engine. The installation a-v the ignition (or fuel injection) takes place on a similar salt. As a result of the flattened effect of the flat and the Rade fuel supply to the main engine, its rotating torque slides. As the torque of the main motor increases, the sliming of the hydraulic clutch decreases and the torque is transmitted to the drive wheel of the locomotive.

Hjalpmotorn tillfar 'rid sin fulla effekt och hastighet huvudmotorn en konstant luftmangd oberoende av huvudmotorns eller lokomotivets hastighet, varigenom huvudmotorn kan erhalla en kraftig overladdning Oven 'rid laga lokomotivhastigheter. Overladdningstrycket avtager emellertid, da lokomotivets hastighet Ras. Den punkt, 'rid \liken Overladdningstrycket avtager, Or 'raid att overensstamma med det vridande momentets Over-boring genom den hydrauliska kopplingen 'rid minsta mojliga sliming. Denna punkt svarar mot det lagsta varvtalet mom det ovan namnda varvtalsomradet, varvid huvudmotorn inom detta varvtalsomrade Or direkt sammankopplad med lokomotivets drivhjul. mom namnda -varytaIsomrade regleras huvudmotorns vridande moment, och salunda lokomotivets hastighet, genom reglering av hjalpmotorns effekt, emedan denna bestammer huvudmotorns overladdningstryck. Vid denna utforingsform av motoraggregatet och reglexingsanordningen kommer dessutom huvudmotorn att utveekla en i Imvudsak konstant effekt inom det varvtalsomthde, 1 vilket den arbetar, varvid det pa lokomotivets drivhjul -verkande vridande momentet Or reglerbart inom namnda omrade gencan reglering av hj alpmotorn. The auxiliary engine provides its full power and speed to the main engine at a constant rate of air regardless of the speed of the main engine or locomotive, whereby the main engine can receive a strong overload. However, the overload pressure decreases as the speed of the locomotive Ras. The point at which the overcharging pressure decreases, Or 'raid to correspond to the over-drilling of the torque through the hydraulic coupling' rid the least possible sliming. This point corresponds to the lowest speed within the above-mentioned speed range, the main engine within this speed range Or being directly connected to the locomotive's drive wheels. In the above-mentioned range, the rotating torque of the main motor, and thus the speed of the locomotive, is regulated by regulating the power of the auxiliary motor, since it determines the overcharging pressure of the main motor. In this embodiment of the motor unit and the control device, moreover, the main motor will develop a substantially constant power within the speed range in which it operates, the torque acting on the drive wheel of the locomotive being adjustable within said range of control of the auxiliary motor.

Det Or att foredraga att hjalpmotorn forses med en egen startmotor (exempelvis elektrisk), och att huvudmotorn startas me-deist hjalpmotorn. Dessutom bOra alla for lokomotivet eller det till detta kopplade taget eventuellt erforderliga hjalpmaskiner lampligen drivas av hjalpmotorn, varigenom huvudmotorns hela vridande moment kan utnyttjas for lokomotivets drivning. It is preferable that the auxiliary motor is provided with its own starter motor (for example electric), and that the main motor is started by the auxiliary motor. In addition, all auxiliary machines required for the locomotive or the coupling which may be connected to it should be suitably driven by the auxiliary motor, whereby the entire rotating torque of the main motor can be used for the operation of the locomotive.

Vid den ovan beskrivna anordningen Or det tydligt, att 'rid lb.gre vandal On huvudmotorns driftsvarvtal overfor den hydrauliska kopplingen icke built vridande moment. Delta betyder, att om lokomotivet Or vaxlat sa, att dess maximala hastighet Or hag, den period fran igangsattningen, under vilken den hydrauliska kopplingen kommer att slira, kan bliva overdrivet ling, emedan kopplingen icke lampligen kan anordnas sa, att den overfar fullt vridande moment 'rid nagot avsevard lagre varvtal On en tredjedel av huvudmotorns hOgsta varvtal. Pa grund Bray, oaktat motorns hela vridande moment erfordras for att igangsalta taget fran och 'rid laga korhastigheter, kommer emellertid huvudmotorns fulla effekt icke aft utnyttjas for drivhjulen forran taget uppnar en hastighet, som svarar mot den lagre gransen for huvudmotoms varvtalsomrade. Det fig. 2 visade motoraggregatet Or avsett att nedbringa denna kraftforlust till ett minimum. Sasom fraragar av denna figur bestar motoraggregatet av tva huvudmotorer 10a och 10b samt en enda med dessa samverkande hjalpmotor 11, som driver en flakt 12, 'ii-. ken medelst ledningen 13 och luftintagen 14a och 14b tillfor luft till de hada huvudmotorerna 10a och 10b. Vardera huvudmotorns utgaende drivaxel Or forhunden med var sin h.ydraulisk koppling 16a och 16b, och darigenom Oven. med en enkel differentialvaxel 23 vans planethjulsharare 24 Or forbunden med lokomotivets drivhjul 15 medelst den i fig. 1 beskrivna transmisionsanordningen. In the device described above, it is clear that the operating speed of the main motor opposite the hydraulic coupling does not build a torque. Delta means that if the locomotive Or gearlat said that its maximum speed Or hag, the period from start-up during which the hydraulic clutch will slip, may become excessively ling, because the clutch can not be suitably arranged so that it exceeds fully rotating torque 'rid something significant lower speed On a third of the main engine's highest speed. Due to the Bray, although the entire torque of the engine is required to start the train from and ride at low speeds, the full power of the main engine will not be used for the drive wheels until it reaches a speed corresponding to the lower limit of the main engine speed range. The motor unit Or shown in Fig. 2 is intended to reduce this power loss to a minimum. As can be seen from this figure, the motor assembly consists of two main motors 10a and 10b and a single auxiliary motor 11 cooperating with them, which drives a shaft 12, 'ii-. by means of the line 13 and the air intakes 14a and 14b supply air to the main motors 10a and 10b. Each of the main motor's output drive shafts is the front dog, each with its own hydraulic coupling 16a and 16b, and thereby the oven. with a single differential shaft 23 of the planetary gear hub 24 Or connected to the drive wheel 15 of the locomotive by means of the transmission device described in Fig. 1.

Flaktens 12 kapacitet Or sa beraknad, att 'rid hjalpmotorns 11 maximala effekt tillracklig luftmangd tillfores till huvudmotorerna 10a och 10b for att dessa skola avgiva full effekt. Capacity of the plane 12 Or so calculated that the maximum power of the auxiliary motor 11 is supplied with sufficient air to the main motors 10a and 10b for them to deliver full power.

Det i fig. 2 visade motoraggregatets regleringsanordning askadliggares schematiskt i fig. 3 och bestar av ett luftspjall 25a resp. 25b for vardera huvudmotorn 10a och 10b, vilka ventiler Oro anordnade i var sin. ande av den gemensamma lufttillforselledningen 13, varvid anordningen Or sa utford, att om ena huvudmotorn strypes, kommer denna att arbeta i tomgang, medan den andra motorn tillfores luft fran flakten, varvid dess luftspjall oppnas i motsvarande grad. Vid igangsattning kan salunda den ena huvud- — —3 motorn erhalla en avsevard overladdning, medan den andra arbetar i tomgang, varvid den arbetande motorn är sa avpassad, att dess effekt medger ett startmoment upp fill gransen for ralsfriktionen. The control device of the motor unit shown in Fig. 2 is schematically mounted in Fig. 3 and consists of an air damper 25a resp. 25b for each main motor 10a and 10b, which valves Oro are arranged in separately. of the common air supply line 13, the device Or challenging that if one main engine is throttled, it will operate at idle, while the other engine is supplied with air from the float, whereby its air gap is opened to a corresponding degree. When started, one of the main motors can thus receive a considerable overcharging, while the other operates at idle, the working motor being so adapted that its power allows a starting torque up to the limit of the ral friction.

I fig. 3 ãr luftspjallet 25a visat i oppet lage, varvid huvudmotorn 10a dr i drift och mot-lager luft fran flakten 12, medan luftspjallet 25b dr stangt, varvid den av delta reglerade motorn 10b arbetar i tomgang. In Fig. 3, the air damper 25a is shown in the open position, with the main engine 10a drawing in operation and counter-storing air from the surface 12, while the air damper 25b is drawn closed, the delta-controlled motor 10b operating at idle.

Var och en av de hydrauliska kopplingarna 16a och 16b är medelst axlarna 17a resp. 17b forbunden med var sin bromstrumma 26a resp. 26b, vilka i sin tur medelst axlarna 27a resp. 27b aro fiirbundna med differentialvaxeln 23. Bromsband 28a och 28b samverka med respektive bromstrummor 26a och 26b. Endera av axlarna 17a och 17b kan genom denna anordning fasthallas, genom att respektive bromsband 28a eller 28b fastspannes omkring motsvarande bromstrumma 26a eller 26b. Om bromsbandet 28b i fig. 3 fastspannes omkring trumman 26b, sd att den hydrauliska kopplingens 16b effektavgivande sida Mlles stilla och huvudmotorn 10a overladdas sasom ovan beskrivits, kommer motorn 10a att genom den tillhorande hydrauliska. kopplingen 16a och differentialvaxeln 23 over-fora effekt till drivhjulen 15, varvid den hydrauliska kopplingens 16a vridande moment yid full belastning uppnas vid halva den lairhastighet for lokomotivet, som angivits for den, i samband med fig. 1 beskrivna anordflinger' med direkt drift. Each of the hydraulic couplings 16a and 16b is by means of the shafts 17a and 17b associated with was its brake drum 26a resp. 26b, which in turn by means of the shafts 27a resp. 27b are connected to the differential shaft 23. Brake bands 28a and 28b cooperate with respective brake drums 26a and 26b. Either of the shafts 17a and 17b can be held by this device, by clamping the respective brake bands 28a or 28b around the corresponding brake drum 26a or 26b. If the brake band 28b in Fig. 3 is clamped around the drum 26b so that the power-giving side of the hydraulic clutch 16b is still and the main motor 10a is overcharged as described above, the motor 10a will pass through the associated hydraulic. the clutch 16a and the differential shaft 23 transmit power to the drive wheels 15, the torque of the hydraulic clutch 16a being fully loaded at half the lair speed of the locomotive specified for the direct drive device flaps described in connection with Fig. 1.

Bromsbanden 28a och 28b belastas medelst en fjader 29a resp. 29b, varvid belastningen kan upphavas genom att en cylinder 30a resp. 30b utsattes for ett hydrauliskt tryck. I vardera cylindern 30a och 30b dr anordnad en kolv 31a och 3m, mot vilken respektive fjader 29a och 29b anligger. Tryckvalska tillf0- res cylindrarna 30a och 30b fran respektive med cylindrarna samverkande huvudmotors smorjsystem, varvid tryckvatsketillforseln regleras av en vridbart anordnad ventil 32a respektive 32b. The brake bands 28a and 28b are loaded by means of a spring 29a and 29b, whereby the load can be raised by a cylinder 30a resp. 30b was subjected to a hydraulic pressure. In each cylinder 30a and 30b there is arranged a piston 31a and 3m, against which the respective spring 29a and 29b abut. Pressure rollers are supplied to the cylinders 30a and 30b from the main engine lubrication system cooperating with the cylinders, respectively, the pressure fluid supply being regulated by a rotatably arranged valve 32a and 32b, respectively.

Sasom visas i fig. 3, strommar tryckvdtska frail respektive huvudmotor genom rorledningarna 33a och 33b till ventilerna 32a och 32b och darifran till cylindrarna 30a och 30b. Fjadrarna 34a och 34b strava att stanga respektive luftspjall 25a och 25b. Fjadrarna aro anordnade i var sin cylinder 35a och 35b, forsedd med en kolv 36a resp. 36b, vilken medelst Milken 37a resp. 37b dr forbunden med respektive luftspjall 25a och 25b. Cylindrarna 35a och 35b tillf5ras tryckvatska fran smorjsystemet hos den med respektive cylindrar f8rbundna hirvudmotorn, varvid tillforseln av tryckvatska till cylindrarna 35a och 35b verliar mot resp. fjadrars 34a och 34b tryck pa sadant salt att luftspjallen 25a och 25b Oppnas. Sasom tydligt framgar av fig. 3 regleras tillforseln av tryckvatska till cylinderparen 30a, 35a respektive 30b, 35b samtidigt medelst de med respektive cylinderpar forbundna ventilerna 32a och 32b. As shown in Fig. 3, pressure hydraulic frail and main motor, respectively, flow through the pipelines 33a and 33b to the valves 32a and 32b and thence to the cylinders 30a and 30b. The springs 34a and 34b punish to bar the air slats 25a and 25b, respectively. The springs are arranged in separate cylinders 35a and 35b, provided with a piston 36a and 36b, which by means of Milken 37a resp. 37b dr connected to the respective air dampers 25a and 25b. The cylinders 35a and 35b are supplied with pressure fluid from the lubrication system of the main engine connected to the respective cylinders, the supply of pressure fluid to the cylinders 35a and 35b losing to the respective. springs 34a and 34b press on such salt that the air slats 25a and 25b are opened. As is clear from Fig. 3, the supply of pressure water to the cylinder pairs 30a, 35a and 30b, 35b, respectively, is regulated simultaneously by means of the valves 32a and 32b connected to the respective cylinder pairs.

Ventilerna 32a och 32b dro sammankopplade medelst en stang 38 och dro installbara medelst en handspak 39, vilken kan omstallas av lokomotivets forare. Med handspaken 39 i det i fig. 3 visade laget dr ventilen 32a installd for att medge tryckvatska att framstromma till cylindrarna 30a och 35a och sasoin en foljd harav är luftspjallet 25a appet och bromsbandet 28a ur ingrepp med bromstrumman 26a. Drivningen av lokomotivets hjul sker salunda medelst huvudinotorn 10a, sasom ovan beskrivits. Med denna installning av ventilen 32a, dr ventilen 32b sd installd, att den stanger ledningen 33b och forbinder cylindrarna 30b och 35b med avloppsledningen 40b. Harigenom installes luftspjallet 25b i stangt lage av fjadern 34b (varvid motorn 10b arbetar i tomgang) och fjadern 29b atdrager bromsbandet 28b omkring bromstrumman 26b. Motor. 10b overfor salunda inget vridande moment till lokornotivets drivhjul. The valves 32a and 32b were connected by means of a rod 38 and pulled installable by means of a hand lever 39, which can be adjusted by the driver of the locomotive. With the hand lever 39 in the position shown in Fig. 3, the valve 32a is installed to allow pressure fluid to flow to the cylinders 30a and 35a and as a result thereof the air gap 25a is appetizing and the brake band 28a out of engagement with the brake drum 26a. The driving of the wheels of the locomotive thus takes place by means of the main engine 10a, as described above. With this installation of the valve 32a, the valve 32b is so set that it closes the line 33b and connects the cylinders 30b and 35b to the drain line 40b. As a result, the air damper 25b is installed in a rod bearing of the spring 34b (the motor 10b operating at idle) and the spring 29b tightens the brake band 28b around the brake drum 26b. Engine. 10b opposite salunda no torque to the drive wheel of the locomotive.

I del fall att handspaken 39 installes i det med 39a betecknade laget, kommer ventilen 32a att installas sa, att cylindrarna 30a och 35a forbindas med a-vloppsledningen 40a, medan ventilen 32b installes f5r att medgiva tryckvatska att stromma fran motorns 10b smorj system till eylindrarna 30b °eh 35b. Detta medfor att motorn 10a arbetar i tomgang, medan motorn 10b sattes i drift. Da. handspaken 39 installes i laget 39c, komma bada luftspjallen 25a och 25b att vara oppna och hada bromsarna befinna sig i franslaget lage, varigenom bada huvudmotorerna 10a och 10 tjana till drivande av lokomotivets drivhjul. In the event that the hand lever 39 is installed in the layer designated 39a, the valve 32a will be installed so that the cylinders 30a and 35a are connected to the a-line line 40a, while the valve 32b is installed to allow pressure fluid to flow from the engine 10b lubrication system to the cylinders 30b ° eh 35b. This causes the motor 10a to operate at idle, while the motor 10b is put into operation. Yes. the hand lever 39 is installed in the layer 39c, both the air slats 25a and 25b are open and the brakes are in the fringe layer, whereby both the main motors 10a and 10 serve to drive the locomotive's drive wheels.

Skulle, vid den i fig. 3 beskrivna regleringsanordningen, flagon av huvudmotorerna 10a resp. 10b upphora att arbeta sjunker oljetrycket i dess smorjsystem till noll, vilket her till foljd att, ifragavarande motor automatiskt forsattes ur drift. Detta kommer aven att intraffa for den handelse trycket i en huvudmotors oljesystem sjunker air flagon annan anledning. En sadan anordning forhindrar aven en huvudmotor frail att under nagra som heist fOrhallanden driva den andra huvudmotorn baklanges. Should, in the control device described in Fig. 3, flake of the main motors 10a resp. 10b ceases to operate, the oil pressure in its lubrication system drops to zero, which in turn results in the engine in question being automatically shut down. This will also occur for the trade the pressure in a main engine's oil system drops the air plane for another reason. Such a device also prevents a main motor from driving the other main motor backwards under any conditions.

Vid den i fig. 4 visade utfaringsformen dro tvenne sadana motoraggregat, soni beskrivits I samband med fig. 2, anordnade i ett lokomotiv, varvid transmissionsaxlarna 19a. och 19b, mike dro forbundna med var sitt motoraggregat, Oro forbundna med en differential- som i sin lielhet betecknas med 41. Del planethjulen uppbarande kuggdrevet 42 i differentialvaxeln 41 dr forbundet med lokomotivets drivhjul 15 medelst ett kuggdrev 43 och en omkastnings-vaxel 20, kuggdrevet 21 och drivhjulsaxeln 22. Om, yid en sadan anordning, endast en huvudmotor medgives att Overfora drivkraft till lokomotivets drivhjul, 4- - ,-;enoin den med motorn forbundna hydrauliska kopplingen och den med denna koppling fOrbundna transmissionsaxeln 19 saint den med denna axel forbundna differentialvaxeln 41, uppnas ett mot full motoreffekt svarande yridande moment fran namnda hydrauliska koppling 'rid en lokomotivhastighet, som utgor en fjardedel av det lagsta vardet av varytalsomradet for direktdrift-anordningen enligt fig. 1. Vid den i fig. 4 visade utforingsformen fir den i fig. 3 visade regleringsanordningen lampligen sá avpassad, at en, tva eller alla huvudmotorernas effekt fir anordnad att Overforas till lokomotivets drivhjul. In the embodiment shown in Fig. 4, two such motor assemblies, described in connection with Fig. 2, are arranged in a locomotive, the transmission shafts 19a. and 19b, mike pull connected to each motor assembly, Oro connected to a differential- which in its part is denoted by 41. Part of the planet gears supporting the gear 42 in the differential gear 41 dr connected to the locomotive drive 15 by a gear 43 and a reversing gear 20, the gear 21 and the drive shaft 22. If, in such a device, only one main motor is allowed to transfer driving force to the drive wheel of the locomotive, 4- -, -; enoin the hydraulic coupling connected to the motor and the transmission shaft 19 connected to this coupling saint the one with this shaft connected differential gear 41, a torque corresponding to full engine power is obtained from said hydraulic clutch at a locomotive speed which constitutes a quarter of the lowest value of the speed range of the direct drive device according to Fig. 1. In the embodiment shown in Fig. 4 Fig. 3 shows the control device suitably so adapted that the power of one, two or all the main motors Transferred to the locomotive's drive wheel.

Den hydrauliska kopplingen fir forbunden med en mekanisk overbelastningsurkopplare, vilken kan paverkas av en centrifugalregulator, som drives medelst det planethjulen uppbarande drevet hos en differentialvaxel, varyid denim vaxels tvenne drivande axlar me-deist en kuggvaxel aro forbundna med den hydrauliska kopplingens drivande resp. drivna organ. Den mekaniska Overbelastningsurkopplaren är fOrbunden med handspaken 39 pa sadant satt, aft derma stravar att forskjutas mot endera av de lagen, 'rid vilket en av huvudmotorerna forsattes ur drift, varvid derma stravan for hand motverkas ax lokomotivets forare. Pit delta satt forhindras ovarsam behandling av motoraggregatet 'rid igangsiittning och Yid laga hastigheter. The hydraulic clutch is connected to a mechanical overload switch, which can be actuated by a centrifugal regulator driven by the planetary gear drive of a differential gear, the two driving shafts of the denim gear having a gear shaft connected to the driving gear of the hydraulic clutch. driven bodies. The mechanical overload switch is connected to the hand lever 39 in such a way that the strains are displaced against either of the bearings in which one of the main motors was put out of operation, whereby the strain is manually counteracted by the driver of the locomotive. Pit delta sat prevented careless handling of the engine set 'rid commissioning and yid repair speeds.

Om sh onskas, kan vardera huvudmotorn van-) utrustad med en rusningsregulator. If desired, each main engine may be un-) equipped with an override regulator.

Det Er dessutom lampligt att anordna en frihjulsanordning, som liimpligen anbringas Indian varje hydraulisk koppling och dess differentialvaxel, emedan denna anordning till-later lokomotivet .att rulla fritt i utforsbackar och Oven undviker att skada uppstar, um, da lokomotivet framfores med hog hastighet en huvudmotor skulle stanna till foljd av hopskarning eller av annan anledning, eller genom att motorn stannas av ovarsamhet fran fOrarens sida. It is also expedient to provide a freewheel device which is preferably fitted to each hydraulic clutch and its differential shaft, since this device allows the locomotive to roll freely on downhill slopes and avoids damage occurring when the locomotive is driven at high speed by a main engine. would stop as a result of congestion or other reasons, or by the engine being stopped by carelessness on the part of the driver.

Claims

Patent claim:

Device Yid engine, as locomolly unit, can be characterized by the combination of a main combustion engine (10) and a flat (12) driven by a separate auxiliary combustion engine (11) for supplying air to the main engine, and means, means the auxiliary pinotor and thus the surface can be regulated, partly a device for automatic control to the fuel supply of the main engine (10) in accordance with the pressure of the torque supplied to the main engine. As a result of which the rotating torque decreases as the speed increases, it develops substantially constantly. power including the engine's entire operating speed range. orb a power transmission device (17-22) arranged between the main engine and the drive wheel of the locomotive and comprising a hydraulic coupling (16) or a mechanical coupling with similar properties.

Motor assembly according to claim 1, characterized in that the time installation of the ignition or fuel injection of the main motor (10) is arranged to be regulated in accordance with variations in the power delivered by the flap (12) or with the rotational speed of the main motor (10).

Motor assembly according to claim 1, characterized by a pair of main motors (10a, 10b) and an auxiliary motor (11) or one driven by this plane (12) or the like, which tailor both the main motors (10a, -10b) air , and on the other hand power transmission devices (23, 24, 18, 19, 20, 21, 22) Indian main motors (10a, 10b) orb locomotive drive wheels (15) comprising for each main motor a hydraulic coupling (16a, 16b) or a mechanical coupling with similar characteristics and a braking device (26a, 28a, 26b, 281)) intended to be able to prevent rotation of the driving means (17a, 17b) of the hydraulic coupling (16a, 16b) as well as a differential gear (23) common to the throttle transfer devices, driven by each hydraulic the clutch (16a, 1610, and by means of which the torque is transmitted to the drive wheel (15) of the locomotive.

4. A motor assembly for locomotives consisting of two motor units according to claim 3, characterized in that the differential shafts (23) connected to each main motor (10a, 10b) and the hydraulic coupling (16a, 16b) of each motor are arranged to be connected by means of a differential shaft (41). ), by which the power is transmitted to the drive wheel of the locomotive (15),

Motor assembly according to claim 3, characterized by an air gap (25a, 25b) arranged for each main motor (10a, 10b) arranged to be connected to the device (28a, 31a), intended for braking the drive means for braking the hydraulic coupling (16a, 16b). 28b, 31b in such a way that the lift damper (25a, 25b) assumes such an age that the motor operates at idle when the driving means (17a, 17b) of the contribution coupling are braked.

Engine assembly according to claim 5, characterized in that the air damper (25a, 25b) of each engine is arranged to be actuated by a spring (34a, 34b), which strains to close the throttle, while for braking the driving means of the hydraulic coupling intended device (28a, 31a, 28b, 31b) Above payerkas ay a spring (29a, 29b), which strains to apply the brake (28a, 28b), a whitening pressure Or arranged to act in the opposite direction to said springs, so that the air gap (25a, 25b) is released and the brake - 1285O3 - (28a, 28b) is released by this fluid pressure, which is arranged to be regulated so that these effects take place simultaneously.

7. A motor unit according to claim 6, characterized in that the air throttle and brake control devices of the main engines are arranged to be connected to each other and are controlled so that, on the one hand, the main engine air damper is all rod and the brake connected to it engages the other. the main engine's air splice is all the app and its brakes franked, but on the other hand, by a light installation of the control devices both the engines' air splice can all be arranged to open at the same time, and the rued de hada engines connected brakes will also be franked at the same time. Stockholm 1950. 1Cungl. Boktr. P. A. Norstedt & StMer 500089 F I G.2, _