US1525204A - Locomotive driven by internal-combustion engine - Google Patents

Description

Feb., 3, 925.

, H. SCHNEIDER -LocoMoTIvE DRIVEN'BY INTERNAL GOMBUSTION ENGINE I 2 Sheets-Sheet l Filed April l, 1924 infamia?? Feb. 3. 1925'. 1,525,204

H. SCHNEIDER N LOCOMOTIVE DRIVEN BY INTERNAL COMBUSTION ENGINE Filed April l, 1924 2 Sheets-Sheet 2 zsaee PATENT sifivia HEINRICH SCHNEIDER, 0F WINTERTHUR, SWITZERLAND.

JOCOMOTIVJE DRIYEN B'YpINTERNAL-COMBUSTION ENGINE.

Application iled April 1 1924. Serial No. 703,500.

To all whom t may concern:

Be it known that l, HEINRICH SCHNEIDER, a citizen of the Republic of Switzerland, residingat Winterthur, Switzerland, have invented certain new and useful Improvements in Locomotives Driven by Internal- Combustion Engines, of which the following is'a specification, reference being had therein to the accompanying drawing.

The subject matter of the present invention isa locomotive driven by an internal combustion engine through the interposition of a liquid operated transmission gear having a primary pump and at least one secondary pump, the rotors of said pumps being positively connected with each other; the crank shafts of the engine aggregate and the shafts of the transmission gear are arranged parallel to the driving axles and the rotors of the gear actuate by means of spur gears at least one jack shaft. The crank shafts of the engine preferably transmit the output of the latter by means ofconnecting rods to the shaft of the primary pump designed a crank shaft. This driving and transmission arrangement renders it possible to arrange engines having large out puts on the limited available space on locomotives. v

A constructional example of the locomotive according to the present invention is diagraminaticallylillustrated on the accompanying drawings in which:

lig. 1 is an elevation of the locomotive an Fig. 2 is a plan view thereof.

Fig. 3 is a longitudinal section passing through the pumps.

The internal combustion engine 1 is provided with twelve cylinders 2 arranged in two longitudinal rows of' six cylinders each built together to a rigid aggregate, whereby every pair of cylinders arranged aside each-.other in the transverse direction drives a crank-shaft 3 common to both cylinders. Three-crank shafts 3 are coupled together by two side rods 5, the cranks on one side being placed at 909 to the cranks on the other side. With the crank pins 6 and 7 of the two middle crank shafts 3 two connecting rods 8 and 9 co-operate whereby the total output of theinternal combustion engine is transmitted to the crank shaft 41 of the primary pump 40. Upon'theacrank pin 42 of the crank shaft 41, whlch is diagrammatically illustrated in Fig. 2, Asix cylinders 80 (Fig. 3) arranged in spider form are rotatably mounted, the pistons 81 of which cooperate by means of piston rods 82 with an outer rotor 83 to which 'two toothed rims 48 are rigidly connected. In the inner ends of the cylinders ports 84 are provided registering with two chambers 85 and 86 provided in the crank pin 42, one of said chambers is in communication with the part of the hollow crank shaft 41 extending to one side of the crank pin,and the other chamber with the part of the hollow crank shaft 41 extending to the other side of the crank pin. With these shaft parts the conduits 44 land 45 respectively are in open communication and lead to the hollow shaft of the secondary pump 50, the centre portion 87 of which is similar in design to the crank pin 42 of the primary pump and comprises two chambers 88 and 89. The secondary pump comprises two sets of cylinders 90 arranged in spider form,

the pistons 91 ofwhich cooperate by means of piston rods 92 with an outer rotor 93 to which two toothed rims 58 are rigidly fixed.

When thecrank shaft 41 of the primary pump is rotated by the connecting rod 8 in the anti-clockwise direction, pressure is generated in the left hand half of the primary pump, and the pressure oil passes through the ports 84 to the chamber 85 and from there through the conduit 45 to the upper chamber 88 of the secondary pump 50, where it acts on .the pistons 91 of the upper half of this pump and causes the rotor 93 to rotate in the anti-clockwise direction. In the lower half of the/cylinders of the secondary pump 50 the oil is discharged from the cylinders and is returned through cham- -ber 89 and conduit 44 to the chamber 86 of the primary pump and to the Suction side on the right hand half of this pump. By displacing the hollow shaft of the secondary pump the throw of the pistons of this pump 50 is varied, and thereby the transmission ratio is altered. The toothed rims 48 of the primary pump 40 and 58 of the secondary pump 50 are in mesh with gear wheels 68 lixed tothe `jack shaft'70, from which the driving axles 34 of the locomotive are driven by the cranks 71 and connecting rods 72. The driving axles are interconnected by means of the side rods 73. By displacing the hollow shaft of the secondary pump a continuous alteration of llO the transmission ratio within any desired limits may be obtained.

Running backwards of the llocomotive is obtained by reversing the internal combustion engine as the transmission gear works equally well in both directions of rotation, however, running backwards of the locomotive may also be obtained by a displacement of the hollow shaft of the secondary pump in which case higher losses in the power transmission will occur.

By means of a simple alteration of the ratio of the spur gears 48, 58, 68 and an eventual interposition Offurther gear wheels any desired speed of the jack shaft may be obtained, that is to say express locomotives and freight locomotives may be built having the same internal combustion engines and the same transmission gears.

I claim: l

1. A locomotive comprising in combination an internal combustion engine, a liquid operated transmission gear having a primary pump and a secondary pump the rotors of which are positively connected with each other, the shafts of the transmission gear and of the' internal combustion engine being parallel to the driving axles of the locomotive, a jack shaft, and spnr gearings interposed between said rotors of the transmission gear and said jack shaft.

2. A locomotive comprising in combina-A tion an internal'combustion engine having cylinders arranged in pairs in the transverse direction of the locomotive, a liquid operated transmission gear having a primary pump and a secondary pump the rotors of which are positively connected with each other, the shafts of the transmission gear and of each cylinder pair of the internal combustion engine' being parallel to the driving axles of the locomotive. a jack shaft, and spur gearings interposed between said rotors of the transmission gear and said jack shaft.

3. A locomotive comprising in combination an internal combustion 'engine having cylinders arranged 1n pa1rs 1n the transverse dlrectlon of the locomotive, a liquid operated transmission gear having a primary. pump and a secondary pump the rotors of which are positively connected to each other, the shafts of the transmission gear and of each cylinder pair of the internal combustion engine being parallel to the driving axles of the locomotives, a jack shaft, side rods for interconnecting the shafts of each cylinder pair of the internal combustion engine, a crank shaft in said primary pump of the transmission gear, connecting rods interposed between said crank shaft tors of which are positively connected withv each other, the shafts of the transmission gear and of each cylinder pair of the internal combustion engine being parallel to the driving axles of the locomotive, a jack shaft, side rods for interconnecting the shafts of each cylinder pair ofthe internal combustion engine, a crank shaft in said primary pum of the transmission gear, connectingrods interposed between said crank shaft and said side rods for transmit-ting the total power of the internal Vcombustion engine lto said primary gear, and spur gearings interposed between said rotors of the transmission gear and said jack shaft, an alteration of the running speed or tractive power of the locomotive being effected by changing the ratio of said spur gearing. i

In testimony whereof I aiiix my signature.

HEINRICH SCHNEIDER.

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