US1287187A - Auxiliary drive for locomotives. - Google Patents

Description

AUXILIARY DRIVE FOR LOCOMOTIVES.

APPLI'CATION 11120 Nov. 1011912.

LQ??",170 Patented 11150.1(),1518.

I 4 SHEETSSHEET 1.

T. J. BEAUDET,

AUXILIARY DRWE FOR LOCOMOTIVES.

APPLICATION FILED NOV. 10. I917- Patented D@.10,191s.

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- BY M MQ TTORNEY.

T. J. BEAUDET. AUXILIARY DRIVE FOR LOCOMOTIVES.

APPLICATION FILED NOV. 10. L9H- 4 SHEETSSHEET 3- ll i . mnl In INVENTOR. 7 117 KAI/Eff V T ATTORNEY.

T. J. BEAUDET. AUXILIARY DRIVE FOR LOCOMOTIVES.

APPLICAUON FILED uov.1o. 1911.

137,1? Patented Dec. 10, 1918.

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TELESLPHORE J. BEAUDET, OF SAN FRANCISCO, CALIFORNIA, ASSIQNOR OF ONEJIALF Ti} H. B. THORNBERRY, F STOCKTON, CALTFORNIA.

To all whom it may concern:

Be it known that I, Tnnusrnonu J. BEAU our, citizen of the United States, residing at San Francisco, in the county of San Francisco, State of California, have invented anew and useful Auxiliary Drive for Locomotives, of which the following is a specification in such full and clear terms as will enable those skilled in the art to construct and use the same.

This invention relates to an auxiliary 'ditional pulling power when starting, and to provide means whereby the starting motors may be supplied with suficient current to somewhat assist in the running of the locomotive, after the engine has ot under way.

It will be understood by ross skilled in the art that the pulling power of a locorno: tive depends, as in other engines, upon pressure, cylinder size, and revolutions per minute; but that, in starting, it is necessary to start from the position of zero revolutions per minute to some finite number, such as three or four hundred revolutions per nnnute, and when starting from a position of rest it is very difficult for theordinary locomotive to get a heavy train under way.

In the present invention, auxiliary elec-- trio motors are supplied on the engine tender, and auxiliary electric power generators are supplied on the engine which may be supplied with additional steam when starting, but through which the exhaust steam passes when the engine is running,

thereby producing suiiicient electric power.

to preventthe motors from being a drag upon the apparatus when the train is 1111-,

der full head way.

Other objects of the invention will appear as the description proceeds.

An embodiment of the invention is shown in the drawings in which the same reference nur ml is applied to the same portion throughout. but I am aware that there mayv be modifications thereof.

Figure 1 1s a side elevation of a locomotive illustrating the principal parts thereof showing the location of the front auxiliary generator,

Fig. 5 is a front elevation in section of the engine adjacent the primary turbine electric generators, r

Fig. 6 is :1V diagrammatic illustration of the mechanism for controlling the throttle specification of Letters Patent. Fatented Dec. 10, 31918.

Application filed November 10, 1917. Serial No. 201,896.

valve and the auxiliary turbine generators and also illustrating the switch boards 0 the motors and generators within the engine cab, and i Fig. 7 is a diagrammatic view of the wiring from the generators to the motors.

The numeral 1 indicates the boiler of the engine, 2 thesmoke stack, 3 the cab, 4 the tender, 5 the front drivers, 6 the rear drivers, 7 and 8 the driving trucks of the tender 4.

The locomotive may have such additional.

supporting wheels 9 as may be desired for the service to he rendered.

While the operation has been shown in conjunction with an engine with a double pair of main driving trucks, it will be apparent that an engine with only a single pair of driving trucks may equally well be substituted for the oneshowing the double set.

The engine illustrated herein has a high pressure cylinder 10. and a larger low pressure cylinder 11. The exhaust pipe from is provided with duplicate cylinders on opposits sides in the manner common to such engines as this. the low pressure cviinders being shown at 11 andl'l. so that the em haust frornthe high pressure cvlinder it) on the opposite side from the cylinder 10 will pass into a turhine generator 13 which drives the electric generator 14'. After the steam has been used in the turbine generators 13 and 13, it passes by way of the pipe and 11.

lines 15, 15' to the low pressure cylinders 11 The low pressure cylinders are provided with the exhaust pipes 16, 16 which deliver the exhaust steam to turbine generators 17, 17' respectively. Turbine generators 17, 17 are mounted upon the front of the frame ahead of the boiler, and together drive a single generator 18.

From the turbine generators 17, 17 exhaust pipes lead to, and are connected with, the exhaust pipe 19, which terminates under the smoke stack 2 for the purpose of increasing the draft of the engine fire.

In order to generate sufiicient electrical power when the engine is starting to increase its pulling effect, auxiliary pipes 20, 20, 21, 21 lead to the turbine generators 12, 12 and 17 17 respectively. These pipes lead into the cab, and into convenient reach of the engineer, and they have valves 23, 24 for their operation: a throttle valve lever 25 being provided for the operation of the throttle valve of the main engine cylinders. The rear trucks 7 and 8 of the tender have frames 26, 27, 28 built in a well known manner, and are provided with brake shoes 29, 30, and each have wheels 31. 32, which wheels are driven by means of the electric motor in the casings 33, 34. said trucks being of awell known construction, and said motors receive electric power from the cables 35. 36.

The control apparatus 37, 38, 39, is mounted within the cab for the convenient use of the engineer. I

A diagrammatic view of the operation of the electrical circuits is shown in Fig. 7 in which 18 is the forward electric generator,

14, 14 the high pressure electric generators, while electric circuit wires 40, 41, 42, 43 lead to the switch board 44, suitableswitches being provided at 45, 46, for connecting the generator circuits with the circuit wires 47, 48. 49. 50, leading to the motors 33. 34. on each of the trucks of the tender.

The operation of the apparatus is as follows .-It will be understood that in starting a locomotive, only a small amount of steam can be admitted to the cylinders, because of the comparatively long time it takes to turn the wheels over once, and during this time the engineer will admit. steam to the turbine generators by the opening of the valves 23. 24, and the electric control apparatus will be placed in the proper position to connect the generators with the tender motors. The turbine generator 13 has a bypass exhaust pipe 54, while the generator 13 has a similar by-pass exhaust pipe 54. These by-pass exhaust pipes are controlled by valves 55, 55 which are operated by a lever 56 within the cab. cables 57, 57 extending to said valves. By the same operation, by-pass valves 58, 58' are closed on the exhaust pipes 15, 15', by the links 58*, 58*, thereby enabling the engineer to deliver high pressure steam by way of the pipes 59, 59', which extend within the boiler, and which are supplied with steam by the valve 60 operated by the wheel 61 within the cab, to the low pressure cylinders 11, 11.

The result of the foregoing i that, when the engine is getting under way, the cylinders 10, 10, 11, 11 may be supplied with high pressure steam in the proper small quantity, while at the same time the steam turbine generators receive what power they may from the exhauststeam from the cylinders, and in addition receive such live steam as may be necessary to drive them at a sufficient rate to give the desired pulling effect to the motors on the tender trucks.

As soon as the engine gets under way the engine is driven as the usual compound engine, and such power as may be generated by the turbines from the exhaust steam is delivered to the tender trucks.

The advantage of this particular construction lies in the fact that practically no change is made in the present form of locomotive, the only addition thereto being the addition of parts which may be readily made as separate units and secured thereto, and in the use of an electrically driven tender.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent of the United States is as follows, express reservation being made of permissible modifications.

1. An uxiliary drive for locomotives comprising a steam driven compound, locomotive. steam driven turbine electric generators, pipe connections whereby said turbine generators are driven from the exhaust steam of the high pressure cylinders and from the exhaust steam from the low pressure cylinders, suitable by-pass WIl OS whereby the low pressure cylinder and the steam turbines may .be supplied with live steam during the time the engine is being started, and means to permit the steam turbines to exhaust directly to the atmosphere when being so started.

2. An auxiliary drive for locomotives comprising a steam driven locomotive having high and low pressure cylinders, an auxiliary steam electric generator, means whereb the generator may be driven either by live or exhaust steam after the-latter steam has passed through the high and low pressure cylinders, and a series of auxiliary motors electrically connected with the generator to assist in pulling the train.

3. An auxiliary drive for locomotives comprising a steam driven locomotive baring high and low pressure cylinders, an with the generator to assist in pulling the auxiliary turbo-electric generator, by-pass train. I valves whereby said generator may be In testimony whereof I have hereunto set 10 driven by live steam or by exhaust steam my hand this 10" day of October, A. D. after the latter steam has passed through the 1917.

high and low pressure cylinders, and a Series of auxiliary motors electrically connected TELESPHORE J. BEAUDET.

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