US1480392A

US1480392A - Locomotive

Info

Publication number: US1480392A
Application number: US322372A
Authority: US
Inventors: Herbert T Herr
Original assignee: Westinghouse Electric and Manufacturing Co
Current assignee: CBS Corp
Priority date: 1919-09-08
Filing date: 1919-09-08
Publication date: 1924-01-08
Anticipated expiration: 1941-01-08

Description

wm MTMF A TTORNE Y Jan; 84, 1924'.

Filed Sept. 8. 1919 MMI/iN TO'R.

Patented Jan. 8, 1924.

UNITED srxrlasY PATENT d OFFICE HERBERT T. HERR, OF MER/ION, PENNSYLVANIA, ASSIGNOR TO .WESTINGHOUSE ELE- I TRIO' 8c MANUFACTURING- CO., A CORPORATION OF PENNSYLVANIA.

` Locolvr Application filed September To all whom t may Concern.' Y

Be it known that I, HERBERT T.' HERR, a citizen of the United States, and a residentof Merion, in the county of Montgomery and State of Pennsylvania, have made a new and useful Invention in Locomotives, of which the following is av specication.

This invention relates specifically to electrification of locomotive engines or to that type of apparatus in which motive fluid (hereinafter termed steam) exhausted from the locomotive engine cylinders is further expanded in a low pressure Vengine or turbine which drives an `electric generator,` and in which the generator supplies cur-lV rent to propelling motorsrvoperatively associated with the running gear of the locomotive or train. i Y Y n,

An object of my invention is to produce new and improved means for delivering steam exhausted from the engine cylinders to the low pressure engine or turbine.

A further Objectis to produce new and improved means for controlling the delivery of steam to the low pressure engine or turbine from the locomotive engine cylinders and the boiler. K

A further object is to produce an electried locomotive in which means are em.- ployed for controlling the operation of the low pressure engine and propelling motors from the cab of the locomotive.

A'further object` is to produce animproved steam distribution system for electrified locomotives.

These and other objects which will be made'apparent throughout the further de-V scription of my invention are attained by means of apparatus embodying the features herein described and illustrated.

In the drawings accompanying andformingV a part hereof: Fig. 1 is a diagrammatic sectional view of a locomotive equipped with apparatus embodying my invention.

Fig. 2 is a diagrammatic sectional view, Von an enlarged scale `of a part of the apparatus illustrated in Fig. 1. Y Y

The locomotive diagrammatically illustrated is of the usual type and is provided, as is customary, with a boiler 5, steam cylinder 6, drive wheels '1". and a tender 8V. A

Y upon the tube OTIYE.

V pipe`9 communicates with the exhaust port in the cylinder saddle and extends upwardly through the smoke box 10 to a port formed in the tube plate' or flue sheet near the top4 of the boiler. It there communicates with a corrugated war l top of the boiler and lpassing upwardly through the steam space in the upper `portion'of the boiler, is secured to a flange sur-f rounding a port `12 formed inthe shell of the boiler. The corrugated structure-of the pipe 11 permits an expansio'nor ycontraction of the pipe within the boiler YYdueto temperature changes Vto be pipe 11 which extends rear' y. between the crown sheet and the I taken up by the corrugations without exerting undue stresses:

plateror the top sheet of the boiler. The pipes?) and 11 are fso located and arranged `astoavoid the dry pipe 5n whichV extends from .the steamV dome to the f cylinder saddle as is customary. p t

13 is'secured to the boiler shell in such av position that a port 14 formed,A

por-t :12. Itwill," of course, be understood that'the joint be# f Vtween the pipe 9, the corrugated pipe 11,

A valve casing therein registers with the and the tube plate is ay steam tight joint v andthat the jointl betweenthe pipe 1l, .theV

valve casing 13, steam tight'. Y v, Y Y

The pipes 9 and 11 and the valve casing and the boiler shell is also 12 furnish an exhaust passage for the cylindersV of the locomotive` Ver'igine and also form part ofV theV vsteam delivery passage between pressure turbine 15., which is shown mounted on th-e tender nected ,to anelectric generator 16.'`

The port 14 formed in provided with a check` valve 17 Ywhich is locomotiveA cylinders and a low.v

the casing 13' is i.

8 and operatively con.

adapted to prevent the rflowlof steam from the casing to the engi-ne cylinders. In order to preventY the valve from moving in re-y sponse to the vordinary pulsations in the steam flow, it is shown as capableiofswing- .ing through anrangle of' more than 90 de-Y grees to the open position against Va stop formed on aninterior shown in dotted lines 'in Figure 2. The check valve is also provided with an opwall of the casing as l erating handle 18 which is located outside i opening.

of the casing 13 and which may be employed in either opening or closing the valve in case a manual change in its position is desirable. rhe valve, however, is so balanced. and arranged that it .will close automatically in response to a back flow of steam toward the engine cylinders.

Inorder that live steam may be automatically delivered to the turbine 15, I have provided a valve 19 and means responsive to the pressure within the casing 13 for controlling the operation of the valve. rlliis valve controls communication between the interior of the casing 13 and a port 21 formed in a shell of the boiler. The valve is shown as of the balance poppet type and, as illustrated, moves downwardly from itsl seats in A; piston valve 22 is slidably mounted upon the stem 23 of the valve and isarranged to control the delivery of steam through ka relief port 24 formed in lthe valve casing 13. The piston valve 22 is normally pressed inwardly, the steam pressure within the casing 13, by a, spring V25. and a` cooperating lever 26, whereas the valve 19 is normally held closed by a spring 27 and aV cooperating link 28 and` lever 28a. The vvalve stein 23 is provided with a. collar 29 which is adapted to be engaged by the lpiston valve 22 as that valve moves inwardly in response to a preponderance of the pressure of Vthe spring 25 over the steam pressure within the casing. lny addition to this, the springs 25 and 27a're so proportionedl that the spring 25 is capable, under normal conditions. of adjustnient and under certain conditions of pressure within the casing. 13, of overcoming the spring 27 and. opening the valve through` the agency ofV the piston valve 22 andthe collar 29. With such an arrange- Yment of apparatus the valve 19 will open after a predetermined decrease in pressure within the casing 13 and live steanrwillbe delivered to the turbine. The arrangement ofthe apparatus is, however, such that the valve 19 will not only operate as a lire steam admission valve, but will also o serate as` a reducing valve, since the piston valve 22 will move outwardly in response to an increasing pressure within the casing 13 and the valve 19 willthrottle the steam delivered byfit even though it is delivering a constant stream to the turbine 15. Under such conditions the valve mechanismy will tend to maintaina constant steam pressure withinthefcasing. 13, and the degree of pressure will depend upon the adjustment ofthe springs25and27. It willbe apparent thatanl increasejin the steam pressure within the casing 13, above the predetermined. or adjusted pressure, will, wholly relieve the collar 29 of the-pressure of the pist-on valve- 22a'ndwill thereforepermitv the spring 27 to close the valve 19.

in opposition toy In Figure 2, I have more or less diagram for ythe spring 25 and a hand wheel and screw 32 which may be employed both for adjusting` the tension ofthe spring 27 and also for manually operating the valve 19. The link 28 is formed in two parts, with a lost motion connection betweenthe parts. This connection is normally takenup by the spring 27.

TEi-om the above it will be apparent that the

valves

19 and 22 may be adjusted `to operate at any desired pressure and that the valve 22, besides controlling the operation of thevalve 19, also loperates as a relief valve, since it is designed to open in response to an increasing` pressure within the casing and to discharge steam from the ezihaust passage to the-,atiiiosphere or to any other region. of low pressure such, for eX- ample, as a condenser.

The portion of the exhaust passage between thecasing up 'of telescopic sections 32", whichare `shown secured to the casing k13 and a. riser 33 by ball joints 34. rlhe riser is preferably located at oneV side of. the tender lso as not 13 and the turbine is made to obstruct access to the coal bunkers, etc., .c

and the telescopic section preferably extends f diagonally across the tcp ofthe cab. The.

due to -temperature changes, and in conjunction with the ball joints 34 permit the relative movements between the cab' and the tender withoutexerting a strain upontlie eX- `haust connection.

uln the drawings lV have illustrated' motors 35 operatively coupled to wheels ofthe tender and wheels of the locomotive. These motors receive current fromv the generator 16 andthe wiring diagram forming a part of Figure 1- includes a controller 36 which. is located iii the engine' ab and is shown.

operatively connected to tlie'operatiiifr lever 37 ofthe Ythrottle valve by means ofk aV link 33. lt will, of course, be understood that the controller as well as the throttle lever. are

diagrainmatically shown, the intention, however, being to disclose apparatus scarranged.

that the electrical apparatus is simultaneously controlled by themeans employed. for controlling` the delivery of, steamto thelocomotive cylinders.

During normaloperation the valves-19 .and 22, with their respective operatingv mechanisms will cooperate to maintain a determined steam pressure within the valve casing 13. Under suchconditions the turbine 15 will continue in operation even though. the

steam supply tothe locomotivecylinders is cut off. The cutting olf of thesteam .supplyk to these cylinders will, throughthe agency of the controller 36, cut off the electric current to the motors35f and if theturbine is provided with a governor controlled admis#l sion valve, this valve will .occasion a lfurther closing of the valve 19k as theload onthe turbine is reduced, since it will 'reduce' the supply of steam to theV turbine and as a result tend to increase the pressure within the casing 13. SteamV delivered to the engine cylinders will exhaust into the casing 13, taking up some heat in its passage through the smoke box 10 and thesteain space within the boiler. This exhaust steam increases the steam supply to the turbine and consequently occasions a further closing of the live steam valve 19. Under conditions of normal operation the springs 25 and 27 shouldbe so adjustedV as to maintain the'valve 19 in a'closed position.

It will, of course, be apparent that the turbine may be operated independently of the locomotive cylinder-s through the agency of the hand wheel 32 and that the spring 27 may be so adj usted' that the valve 19 will not open in response to variations in pressure within the casing 18. It will also be apparent that means may be provided Vtor delivering steam from the pipe 9 to a blast nozzle located within the smo-ke boxY and that all or any part of the steam traversing the pipe 9 may be delivered to this blast nozzle as conditions may require. It will also be apparent that the propelling motors 35 may be operatively connected to wheelsxof cars associated with the locomotive and that.v

other modifications and additions as well as omissions maybe made in the apparatus illustrated without departing from the spirit and scope of the invention as set forth in the appended claims.

What I claim is: l l

l. In combination with the cylinders of a locomotive engine, a low pressure turbine, means for delivering exhaust steam from the cylinders of said engine to said turbine,

. means for delivering live steam to theturbine, and means responsive to the pressure within the steam line between the turbine and the engine cylinders for maintaining the pressure within the steam line substantially constant.

2. In combination with a locomotive engine and its cylinders, a lowpressure engine, an electric generator driven thereby, motors operatively connected to wheels associated with the locomotive and receiving current from said generator,means for delivering steam exhausted from the engine cylinders to the low pressure engine, pressure responsive means, adjustable from the engine cab for delivering live steam to the low pressure engine and forl maintaining the pressure at the inlet to the low pressure engine substantially constant, independently of the amount of exhaust steam delivered by the cylinders, and means forY simultaneously `controlling the delivery of currentto'V said` motors andthe delivery of steamy to the'r cylinders.

3. In combination with a locomotive engine and itsy cylinder, a low pressure engine, a steam connection between .said cylinder and low Vpressure.engineextending inpart through the locomotive boiler and a-pressure:

responsive mechanismVV for delivering vlive steam torsa'id steam connection fromV the locomotive boiler and for discharging steamV therefrom. i

4. In combination with a locomotive engine and its cylinders, a low pressure tun bine, an exhaust connection for the cylinders communicating with the inlet to the turbine, a pressure responsive relief valve in said connection anda valve -for delivering steam from the locomotive boiler controlled in part by said relief valve.

5. In a locomotive, a boiler, an engine, aY

low pressure'turbine, means for delivering motive Huid from the engine to the turbine,

and means for discharging motive fluid from Y yvarying the` predeterj Vfrom theV 6.V In combination with a locomotive, a

turbine, an electric generator connectedthereto, motors for assisting in Vpropelling the locomotive and-receiving current from the, generator, meansffor Vdeliver- -ing exhauststeam from the cylinders yof the locomotive tothe turbine, and pressure responsive means for controlling the maximum and minimum last mentioned means.

7. In combination with a locomotive and I .engine to the turbine andV longitudinally operatively pressures within said through at least a part of the steam space Y of the boiler and a iexible joint in'said ex-` haust pipe between the boiler and the tender.

8. In combination with a locomotive and tender, engine cylinders forming part of the locomotive, Va low pressure turbine mounted in the tender, an exhaust pipe extending from the locomotiveV cylinders to the turbine and at least in part through the steam and water space of the boiler, and means inthe Y portion of the Yexhaust pipe within'the'boiler for compensating for longitudinal expan- 'Y sion of said exhaust ture changes. n

9. In combination with a locomotive and tender, a boiler, an engine forming a part pipe due to temperaof the locomotive, a turbine mounted in the tender, an exhaust pipe extending from the engine to the turbine and through at least 41 lvglieoieee a part-'ofthe interiorof the boiler,` Ineens in movements fof the ilocomotive and the theportionof the exhaust pipe VWithin the tender. 10 boiler for compensating for longitudinal eX- In testimony whereof, I have Vhereunto pansion Vdiie to temperature'lehanges and subscribed "my neme this Bald-ay of Sepmeans'in the portion of the exhaust pipe be' temloenr 1919.

tween the boiler and-the tender for compen- HERBERT T. HERR. sitting both for -longitudinalexpansion clue fitness1 to temperature changes Vand yfor relative (lf-YV. MCGHEE.