SU1753A1 - Electric locomotive with electric transfer of work from primary engines to driving axles - Google Patents

Description

The outcome, mainly from his observations with the experienced runs of different trains (for example, electric trains, electric trains, aircraft, etc.), the author came to the conclusion that a diesel locomotive can satisfy its purpose if the following main conditions are taken into account:

Adaptation of the machine to bridges and rail type and to the upper structure in general; speed limits and increased compositions; short turntables up to 64 ft .; smooth start off; elasticity of control (due to automaticity) and care of the machine; adaptability to various kinds of movements - passenger, shunting, goods-passenger and goods; economic fuel and lubricant consumption, as well as low depreciation costs; increased area of action.

The proposed diesel locomotive is aimed at satisfying the above conditions by using rotating engines in different directions, which rotate the inductor system of the dynamo supplying electric motors in one direction and its measles in the other direction.

FIG. Figure 1 shows a schematic drawing of a diesel locomotive in longitudinal vertical section with two primary engines (rotating an inductor of a dynamo in one direction and measles in the other) and in FIG. 2-above dynamo in longitudinal section.

The locomotive consists of an 18–20 meter body with two three- or four-axle turntables and a frame of reinforced type for mounting two twin units on it. Heat engines 2 and 5 (Fig. 1) are located along the same line along the body of the locomotive, with one end of the shaft of each locomotive engine connected directly to the dynamo-motor / or 6 (Fig. 1), whose power is 20 o / o power engine; these dynamo motors are used to start up the heat engine, and in the case of a partial load of the heat engine, they can serve as dynamos for charging the battery (starting and lighting); If necessary, the dynamo-motors can be included (with appropriate design) in the main network to power it. The other ends of the shafts of heat engines are connected to a common dynamo 5-4 (Fig. 1 and 2), one of which rotates its inductor system in one direction and the other its measles in the other C1;

In the form of a variant of primary engines connected to electric generators, there may be not one pair, but several bunks.

In the case of the arrangement of heat engines adjacent and parallel, non-rotation from engines 2 and 5 to the dynamo 3 - 4 is produced by means of gear wheels, one of the engines developing 60-SO / o, and the other 40- -200 / 0 of all power a diesel locomotive, or each engine develops all power when adjusted within the above limits from 20 to 800/0.

The excitation compound and the winding portion are powered by either a battery or some other independent power source in a diesel locomotive. For an independent start-up of the locomotive, an additional (low-powered-from 5 to 30 lot. Forces) unit is installed on it, consisting of a gasoline, automobile type, engine with a dynamo on one shaft. This unit serves to charge the battery and to power the electric motors connected to the turbo-compressors before the electric locomotive departs from the depot. With a constructive calculation of the battery, it is possible to make an appropriate reduction thereof, meaning an additional aggregate. Current is conducted through the annular contacts 7, 5, 9, 10 (Fig. 2) and the distribution panel to the controllers.

Such a design of a dynamo-maschina, with simultaneous rotation in different directions of the cortex and arousal, is aimed at saving their weight by almost two. fold and, in addition, to reduce the gyroscopic effect of the entire unit and the amplitude of the span of the entire bolster structure. In addition, there is no need for devices for parallel electrical connection of two engines with different speeds.

The effect of this double unit is as follows:

If necessary / d load, the starting motor 6 from the battery

engine 5 is running; if you need - / d load, then the motor start / from the battery (and in the case of engine operation 5 sous.mino with dynamo 6) engine 2 works. In case you need all the power, then engines 2 and 5. In order to avoid rotation of one of the engines, due to the magnetic flux of the rest of the dynamo 5 or 4, the motor is supplied with a locking device.

All manipulations of the start-up of each engine separately, or both, are performed on the controller located on one of the sites. From there, the light and sound alarms are automatically generated to the engine room to start or stop the engine in order to prevent maintenance personnel.

Adjustment of the number of revolutions of each engine from idle to full is made by the controller by means of servo motors II a and IIb installed at the regulator - engine. T hectares of the train are produced by the corresponding electric motors.

At the ends of the body there are elevations for installing cooling radiators /, and U, (Fig. 1). To obtain good lighting and convenient direction of air from the front radiator to the rear roof, it is equipped with a lantern; part of the car roof, above the engine m, collapsible and folding. In the locomotive, a hot water boiler K is installed for heating the body of the diesel locomotive in the winter on the way and at the end points; In addition, it serves as a boiling pump for supplying hot water to the cooling system during starting up after standing in winter. During the operation of the engines, the boiler is turned off, and the heating system of the locomotive and the train during cold weather is connected in parallel to the cooling system. When the locomotive stops, the water from the external cooling system is retracted inside the car into a spare water tank. The radiator, depending on the speed of movement and the outside temperature, is turned on by sections. The inflow of cooled air is controlled by blinds. When the locomotive moves, the inflow is obtained

air that can be further enhanced by the fans indicated in FIG. 1, and an air suction device based on the principle of a steam cone in a firebox with an ejector operating by means of engine exhaust gases. The Westinghouse system of brakes or combined Kazantseva works normally with a pressure of 7-8 atm. from the compressor device of the primary engines, and in the absence of such, air is supplied by a stepped centrifugal compressor with an electric drive, fed by a starting battery 12-.

Whistles for giving signals from both ends of the body are powered by air at a pressure of up to 15 atm.

Under the car body is located part of the battery, divided into two groups of 60-70 and 230-300 volts. When starting engines, both groups are used in series. A low-voltage battery (60-70 V) is used to illuminate the locomotive and train composition and for signals. If possible, a radiotelephone (receiver and sender) is installed on the locomotive. In addition, the locomotive is equipped with spare tanks for fuel, lubricants, water and air, and the necessary tools for servicing.

Tppo-: 111tografy "Red Pechatnik, Leningrad, Ls; to international 11, To,

The control stations installed at each locomotive site are equipped with necessary measuring instruments for monitoring the load, the operation of engines, leading electric motors, speed of movement, etc.

SUBJECT OF P A T E N T ..

1. Electric locomotive with electric transmission of work from primary engines to driving axles, characterized by the use of two rotating in different directions primary engines, one of which rotates the inductor system in one direction and the other measles this dynamo in the other direction (Fig. 1).

2. The modification of a diesel locomotive described in paragraph 1, characterized in that the primary engines connected to electric generators are not one pair, but several pairs.

3.When the locomotive is characterized in p. 1 and 2, the use of an auxiliary unit, in order to start a locomotive and prepare its auxiliary devices.

4.When a diesel locomotive is characterized in p. 1 and 2, the use of a hot water boiler K for the purpose of heating the water in the primary engine cooling system (Fig. 1).