US1490501A - Internal-combustion-engine locomotive - Google Patents

Description

April 15 1924. 1,490,501

J. H. BARNARD INTERNAL COMBUSTION ENGINE LOCOMOTIVE Filed Jan. 31, 1921 3 Sheets-Sheet 1 -FIG..1.-

April 15 1924.

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areas JOHN H. BARNARD, 0F BROOKLYN, NEW YORK, ASSIGNOR T0 AMERICAN LOCOMOTWE COMPANY, OF NEWYORK, N.. Y., A CORYORATION 0F YGRK.

INTERNAL-COMBUSTION-ENGINE LQCOMOTIVE.

Application filed January 31, 1921. Serial no. 441,302.

To all whom it may concern:

Be'it known that I, JOHN H. BARNARD, a citizen of the United States, and resident of Brooklyn, in the county of Kings and State of New York, have invented a certain new and useful Improvement in Internal Combustion-Engine Locomotives, of which improvement th'e following is a specification.

This invention relates to the application of internal combustion engines to the propulsion of locomotives and to the driving of any apparatus of similar load character istics, wherein it is required that substantially the whole load shall be started from a state of rest, and without the interposition of slippin clutches or other devices, for permitting tlie power to be gradually applied to the load.

My invention therefore contemplates an a paratus of this character in which the pistons of the internal combustion engines are provided with positive driving connections with an axle 0r axles of the locomotive, or with a power shaft carrying the load, and one of the features of my improvement comprises additional means for originating motion and assisting the piston effort in starting and in accelerating to a fair rate of speed for the engine.

As is well known in the practice of stem locomotion, it has been found that the use of a pair of double acting steam cylinders located in substantially a horizontal plane, and having pistons provided with cross heads and connecting rods for directly operating two or more coupled driving axles, has given the best results in providing the desired flexibility and for accommodating the variations caused by irregularities in the surface of the track.

Another object of my invention is, there fore, to provide an internal combustion engine traction unit approximating as nearly as possible to this prior standard steam locomotive design as regards the arrangement of cylinders and pistons and their connec tions to the axles to give a similar driving effect. For this purpose, I propose to use single acting combustion cylinders of the two-stroke type, thus requiring double the number of cylinders in order to produce the desired piston effort or number of impulsesper revolution of the axle, and in order to provide for road clearance, flexibility and compactness, I preferably locate two pairs of opposed cylinders between the driving wheels and connect the. pistons of one pair to a. pair of staggered cranks on one drivin axle, and the pistons of the opposing cy inders to apair of staggered cranks on the adjacent axle. The cylinders may be slightly inclined to the horizontal in order to prevent interference between the connecting rods of one axle and the cranks of the adjacent axle.

By this system of grouping, I obtain the advantage of steam locomotive design and produce an internal combustion engine traction unit of minimum length having two pairs of opposed cylinders of maximum diameter for two pairs of driving wheels located at a comparatively short distance, cen-' ter to center. The side frames and axle journals may be placed outside the driving wheels and the axles coupled by side rods on cranks outside of the journal boxes. The axles, with their cranks, are thus maintained at the desired relation of lag or lead with respect to each other and the pair are equivalent to a single axle of four throws, and having the same number of impulses, as in a steam locomotive. If a single traction unit be suflicient for the power desired, the side frames may be extended for a pair of trail wheels at one end, and a swivelled pilot truck at the other for a complete locomotive, or if it be desired to employ two or more traction units, the frames may be ada ted to couple said units together either wit or without trail wheels. Where two traction units are employed for a locomotive, the two sets of driving axles are coupled together by a suitable mechanical connection to maintain the desired phase relation between the power units, and this comprises another feature of my invention.

According to another feature of my improvement, the pistons of the engine cylinders are double acting, each having a piston rod extending through the inner head of the cylinder and connected to a'sliding cross head attached to the connecting rod, and the inner end of the cylinder at the side of the piston opposite the combustion end is used for operating the engine by a compressed fluid, such as air, introduced through suitable valve devices, for assisting in the starting and the acceleration of the engine. By this means, each cylinder not only acts as an internal combustion engine, but also as a single acting compressed air motor during the return stroke, and the compressed air also serves to abstract some of the excessive heat from the cylinder walls, which heat further increases the expansive force of the air.

In order to provide a storage of compressed air for use in the engine cylinder, air compressin means may be operated by the engine, or y a non-driving axle of the locomotive, or by other means, and I also preferably heat said comprssedair by the exhaust gases from the internal combustion engine.

Another object of my invention is to reduce to a minimum. the period of slow piston travel in starting and accelerating, for which purpose I propose to employ dynamoelectric machines adapted to be driven by other or non-driving wheels, and to serve as generators tocharge a storage battery during the periods of running down grade, and for retarding or decelerating the train, and then, during acceleration or peak duty, utilizing the energy thus stored to actuate said dynamo-electric machines as motors to assist in driving the engine. Further, I may use this stored electric power to drive a second stage compressor, or I may use trailer truck wheels to drive this second stage compressor during periods of retardation or light duty, for compressing air to higher pressures for storage in smaller space. Then, during times when the working air receivers are not being replenished, the high pressure air may be used for this purpose, through a reducing valve, if desired, and this compressed air may also be heated by the exhaust gases from the engine.

In the accompanying drawings: Figure 1 is a vertical longitudinal section, taken substantially on the line 1-1 of Fig. 2, and showing, in diagram, an internal combustion engine embodying my improvement; Fig. 2, a plan of the same, with the upper elements removed to show more clearly the arrangement of c linders and cranks; Fig. 3, a plan, showing the truck frames and axles of two traction units coupled together, with the cranks in the desired relation; Fig. 4, a vertical longitudinal section taken on the line 4-4 of Fig. 3; Fig. 5, a diagram, showing two pairs of cylinders inelined. at any requisite angle, with a horiea-eater zontal plane through the axles of the two pairs of driving wheels, and indicating the proper lag or lead of'the cranks of one axle with respect to those of the other; Fig. 6, an enlarged detail, in vertical longitudinal section, taken on the line 66 of Fig. 7, of a flexible connection between the end sills of the abutting frames of two traction units; Fig. 7, a plan of the same; F ig.v 8, an end elevation of one of the end frames; and, Fig. 9, a horizontal section of the adjoining ends of two frames with a flexible connection between them.

To avoid unnecessarily encumbering the drawings, there are omitted many well known parts and details which form no part of my present invention, such as fuel supply, timed valve mechanism for the combustion and the air ends of the engine cylindeis, ignition devices, electric and other controls, radiators for cooling circulating water, etc., all of which parts are well understood by those familiar with the art, and there. are included only such features as are deemed necessary to a clear understanding of the invention and its operation.

According to the construction shown in Figs. 1 and 2, my improved internal combustion engine traction unit comprises two pairs of driving wheels mounted on the respective axles, 11 and 12, each having a pair of inside'cranks,'11 11 and 12*, 12, re

spectively, the cranks of each axle bein preferably arranged 180 degrees apart, an

the cranks of the respective axles being staggered with reference to each other. The side frames, 13, supported on the journal boxes, 14, mounted on the driving axles, are preferably located outside of the driving wheels, while outside of the frames the axles are provided with cranks, 11 and 12", connected by the two side or parallel rods, 15. Supported on transverse saddles, 16, carried by the side frames, 13, are two opposed pairs of cylinders, 17, 17, and 18, 1 8, the cylinders of the respective pairs being stag ered to correspond with the inside cran s of the axles, andeach cylinder being fitted with a piston, 19, having a rod, 20,

extending through a gland in the inner head of the cylinder and attached to across head, 21, mounted to slide in guides, 22, and connected with one of the opposite cranks by a. connecting rod, 23. The cpnnecting rods of cylinders, 17,17, are coupled to cranks, 11 ,11, of one axle, 11, while the connecting rods of cylinders, 18, 18, are. coupled to cranks, 12, 12, of the other driving axle, 12.

The two opposing pairs of cylinders may be inclined upwardly in opposite directions,

and the side rods coupling the outside cranks maintain the proper phase relations between 1 the two axles. This will more fully ap car y grees apart, and that those of one axle shall be on center when those of the other "are 90 crank arm,

degrees from centers, then the crank pin, 11-, will be in the line 17 -1l, when the 12, is at right angles with the line 18 12, and the diiference between the crank anglesis the angle formed by the extension of the line 12 12, with the line 1Z 11, nrhich-will be seen to equal 902m. However, it will also be seen that 2x=180g ,.hence by substitution, the desired angle equals 90(180 y) or 'y90. If the angle of.in'clination of the axes of the cylinders to the horizontal be, say 24 degrees,'the angle at the intersection of the axes will be 132 degrees, and the angle of the crank 12, will be 66 degrees when the crank, 11*, is on center. In either case, the angular position of the side rod cranks of each axle would be formed 90 degrees apart,

.andtheir position with respect to the driv-- inner or air motor end or the engine cylining cranks would form part of the determination of the counterbalancing.

It will be understood that any suitable or preferred form of internal combustion engine may be employed having suitable tim-.

skilled in the art.

ing valve mechanism and ignition, which parts, however, are not shown in the drawings, as they are well known to those The outer end of the cylinder at the outer face of the piston serves as the combustion end of the cylinder,

while the other end of the cylinder at the opposite face of the piston operates as the compressed air motor end for assisting the engine in starting, and during heavy duty. Any suitable means may be employed for compressing the air for this purpose, but I have shown a preferred construction 'comprising air compressing cylinders, 25., mounted axially upon the outer head of the combustion cylinders, and each having a piston, 26, and tail rod, 27, extending through a packing gland. in the combustion head and connected to the main piston rod, 20. In this way the air compressor may be driven by the rotation of the driving axles when running down grade,'or by the engine whenever desired, as when working under light duty, and operate to compress air through pipes, 28, into suitablereceivers or stora e tanks, 29, from which it flows through t e iii a second stage compressor, 35, driven by the axle, 36, of a pair of trailing wheels, the intake of the pump being connected to pipe, 28, and the receivers, 29, while the discharge communicates by a pipe, 37, with high pressure storage tanks or receivers, 38. The compressor, 35, may be provided with the usual valves, unloading devices and control lingmeans (not shown), whereby it may be thrown into' operation during light duty, as when descending grades and decelerating, and cut out of operation at'other times.

' In starting the locomotive, and at such other times of heavy duty, as may be desired, compressed air is drawn from the low pressure receivers, 29, through the heater, 30, pipes, 31, and suitable valve means to the ders, where it exerts its pressure upon the inner faces of the pistons during, the outward or scavenging strokes at each revolution. If a suitable degree of pressure be maintained in the receivers, 29, the locomotive can be started and a sufficient piston speed developed by the action of the compressed air before the ignition is started in the combustion end of the cylinders. The air motor may then be cut out of effective action, or may be continued to assist the engine dur-' ing the operation of the combustion of gases at the other end of the cylinders, as desired. If the demand upon the low pressure receivers, 29, is greater than can be supplied by the compressors, 25, or when it is desired to concentrate the effort of the power cylinders, air from the hi h pressure receivers, 38, may be allowed to ow through a reducing valve, indicated at 40, to reinforce the supply of the receivers, 29. This supplemental. supply from the high pressure receivers is also preferably passed through one of the heaters, 30, where it is warmed by the exhaust gases from the engine.

The side frames, 13, may be extended at the front for a pilot truck having axles, 42, and swivelled at 41 to the frame. In order to utilize these pilot wheels for traction purlocomotive in starting and during peak duty.

Where two or more tractive units are assembled together for one locomotive, I prefer to have the frames for the same flexibly coupled together, and for this purpose, I have shown, in Figs. 3 to 8, a forged box end frame having curved end sills, 45, joining the side frames, 13, and provided with elongated slots, 46, at the box portion. The curved end frames of two units. are then coupled together by a coupling, such as shown in Figs. 6 and 7, comprising two link members extending through the slots, 46,

in the two abutting end frames, 45, one member having a head, 47 shank, 48, and block, 49, carrying rollers, 50, secured at the end of the shank by adjustable nuts, 51, and the other member formed with a socket portion, 47, having shank, 48, with a similar block, 49, rollers, 50, and nuts, 51. The head, 47, fits within the socket, 47, with the ca pacity of relative vertical movement, these parts being located between the abutting curved end frames, 45, while the rollers, 50, are adapted to hear u on the inside of the curved end frames. s the traction units swing relative to each other in passing around a curved portion of the track, the coupling is adapted to roll upon the curved end frames and hold the units togetherwith the desired amount of flexibility. The socket portion, 47, may also be provided with rollers to engage the outer face of the curved end frames and thereby eliminate slack when the nuts are properly adjusted.

Referring to Figs 3 and 4, there is shown means for keeping the axles of one traction unit in any predetelrmined phase relation withthoseof the adjacent unit, and while various forms of mechanical connections may be employed for this purpose, I have shown, on each unit, a bevel gear, 52. mount-- I ed on the axle, 12, meshing with bevel pinion, 53, mounted in a suitable bearing, and driving a shaft, 55, through a universal joint, 54, the rods or shafts, 55, 55, being joined at the coupling by a sliding sleeve, 56, to form a slip joint. In a multi-traction unit locomotive, 'it will, of course, be desirable that there be an even distribution of the firing intervals in order to afford regularity of draw bar pull, and an even distribution of duty upon the several pistons of the internal combustion cylinders. It will bea-piarent that this advantage will be obtaine in my improved construction having a positive mechanical connection between the axles of the adjoining units, and the uniform timing of the firing'interval will be ob- -rained by the proper adjustment of the remotive, the combination of a double ended engine cylinder and piston having a combustion space at one side of the piston, and a fluid pressure space at the other side, a piston rod extending through the end of the cylinder, a positive driving connection from said rod to a driving axle, an air compressing cylinder mounted axially on the combustion head of the engine cylinder, a piston in the compressor cylinder having a rod connected to the engine piston, and means for supplying said compressed air to the fluid pressure side of the engine piston to assist in starting the locomotive.

2. In an internal combustion engine 1000- motive, the combination of an internal combustion engine cylinder and piston'having a positive driving connection with the driving wheels, air compressing mechanism operated during the running of the locomotive, means for heating said compressed air by the exhaust gases of the engine, and means for supplying said heated com ressed air to the engine piston to assist in t e movement in starting the locomotive.

3. A traction unit for internal combustion engine locomotives, comprising a pair of driving axles, each having a plurality of driving cranks, a plurality of opposed combustion cylinders having pistons positively connected to cranks of opposite axles, and means coupling said axles together.

4. A traction unit for internal-combustion engine locomotives, comprising a pair of driving axles having inside cranks, oppositely inclined cylinders having pistons positively connected to cranks of opposite axles, and means coupling said axles together.

5. A traction unit for internal combustion engine locomotives, comprising a pair of driving axles, each havin a plurality of driving cranks, and a plura ity of oppositely inclined cylinders having pistons positively connected to the cranks of opposite axles.

' 6. A traction unit for internal combustion engine locomotives, comprising a air of driving axles, each havin a plura ity of driving cranks, anda plura ity of oppositely inclined cylinders having pistons ositively connected to the cranks of opposite axles, the opposing groups of cylinders and cranks being in a staggered relation.

7. In an internal combustion engine locomotive, a traction unit comprising a pair of driving axles each havin a plurality of inside driving cranks, side ames located out- 199 ma am side the driving wheels, and a plurality of oppositely inclined cylinders having pistons positively connected to cranks of opposite axles.

.8. In an internal combustion engine locomotive, a traction unit comprising a pair of driving axles each having a plurality of inside driving cranks, side frames located outside the driving wheels, a plurality of oppositely inclined cylinders also located between the side frames and having pistons positively connected to the cranks of'opposite axles, and means outside said frames for coupling said axles together.

-9. In an internal combustion engine locomotive, attraction unit comprising a pair of driving axles, each having a plurality of inside .drlving cranks, side frames located outside the driving wheels, a plurality of oppositely inclined-cylinders having istons positively connected to the cranks o opposite axles, cranks at the ends of said axles, and side rods coupling said cranks.

'10. In an internal combustion engine locomotive, a traction unit, comprising apair of driving axles, each having a lurality of cranks, a plurality of opposite y inclined double ended cylinders, each'havin a piston with a combustion space at one si e thereof and a fluid pressure space at the other, piston rods extending through the inner heads of the cylinders, cross heads attached to said rods, and connecting rods from the cross heads to the opposite cranks.

11. In an internal combustion engine comotive, a traction unit, comprising a pair of driving axles, each having a plurality of cranks,a plurality of oppositely inclined double ended cylinders, each havlng a piston with acombustion space at one. side thereof and a fluid pressure space at theother, piston rods extending through the inner heads of the cylinders, cross heads attached to said rods, connecting rods joinin the cross heads of opposite, groups of cy 'nders with the respective opposite cranks, and means for supplying compressed air to the fluid press re space in said linders.

12. n an internal combustion engine-.10- comotive, a traction unit, comprising a air of driving axles, each having a plura ity of cranks,a plurality of oppositely inclined double ended cylinders, each having a piston with a combustion space at one side thereof and a fluid pressure space at the other, piston rods extending through the inner heads of the cylinders, cross heads attached to said rods, connecting rods from the cross heads'to the opposite cranks, compressor cylinders with pistons mounted axially on the combustion heads of the engine cylinders, and rods connecting the compressor pistons with the engine pistons. "13. In an internal combustion engine lo of driving axles having a pluralit comotive, a traction unit comprising a pair of driving axles, each having a plurality of driving cranks, and a plurality of oppo-. sitely inclined cylinders having pistons positively connected to the cranks of opposite axles, the cylinders being sufficiently inclined to the horizontal to avoid interference between the piston driving connections and the intervening axles.

14. In an internal combustion engine locomotive, a traction unit comprising a pan of cranks, a plurality of oppositely incined cylinders and pistons, and positive drivmg connections from the pistons of said cylintons of each set of cylinders with the cranlm of the opposite axle, the cylinders being sufficiently inclined to avoid interference be- .tween said driving connections and the intervening axles.

16. In an internal combustion engine locomotive, a traction unit comprising a plurality of driving axles having cranks, c linders and pistons located above said ax es and having positive driving connections ex-' tending from said pistons over an intervening axle to cranks on an adjoining axle, the cylinders being sufficiently-inclined to the horizontal to avoid interference between said driving connections and the intervening axles.

17 In an internal combustion locomotive, the combination of a plurality of traction units,each having a plurality of driving axles provided with cranks, internal combustion engine cylinders, and pistons directly connected to said cranks, the units being flexibly connected together, and means for maintaining a fixed relationship between the cranks of all engine-driven axles. v

18. In an internal combustion locomotive, the combination of a plurality of traction units, each havin a plurality of driving axles provided with cranks, internal combustion engine cylinders, and pistons directly connected to said cranks, means for coupling said driving axles together, flexible means for connectingsaid units, and a positive mechanical connection between the axles of adjacent units for maintaining a fixed relationship between all of said cranks.

19. In a locomotive, the combination with a direct connected internal combustion engine, of meansfor storing compressed air,

mechanism operated by said stored pressure for assisting the internal combustion engine in starting the locomotive, and a second stage air compressor driven by an axle of the locomotive for storing the air ata higher pressure and for reinforcing the air supply.

20. In a locomotive, the combination with a direct connected internal combustion engine, of an air compressor operated during light dutyfor storing a supply of compressed air, an air motor for assisting-the internal combustion engine in starting the locomotive, a second stage air compressor driven during the running of the locomo- 4 tire for storing the air at a higher pressure,

" JOHN H. BARNARD.

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