US1823610A

US1823610A - Electric locomotive

Info

Publication number: US1823610A
Application number: US374730A
Authority: US
Inventors: John S Keen; Frank B Deans
Original assignee: Individual
Current assignee: Individual
Priority date: 1929-06-29
Filing date: 1929-06-29
Publication date: 1931-09-15
Anticipated expiration: 1948-09-15

Description

Sept. 15, 1931. J. 5. KEEN ET AL 1,823,610

ELECTRIC LOCOMOTIVE Filed June 29. 1929 5 Sheets-Sheet 1 Sept. 15, 1931. J. 5. KEEN ET AL 1,823,610

ELECTRIC LOCOMOTIVE Filed June 29, 1929 5 Sheets-Sheet 2 age! Sept. 15, 1931.

J. 5. KEEN ET AL ELECTRIC LOCOMOTIVE Filed June 29, 1929 5 Sheets-Sheet 3 LJL Sept. 15, 1931.

J. s. KEEN ET AL 1,823,610

ELECTRIC LOCOMOTIVE Filed June 29,

5 Sheets-Shem 4 Sept. 15, 1 931. J. 5. KEEN ET AL ELECTRIC LOCOMOTIVE Filed June 2'9. 1929 5 Sheets-She Lavezcrs;

Patented Sept. 15, 1931 UNITED STATES PATENT OFFICE JOHN S. KEEN, OF PHILADELPHIA, AND FRANK B. DEANS, F SHARON HILL, PENNSYLVANIA ELECTRIC LOCOMOTIVE Application filed June 29,

Our invention relates to certain improvements in locomotives of the type using an internal combustion engine as the power mechanism which is geared to an electric generator and which in turn is connected to the motors on the trucks of the locomotive.

One object of the present invention is to construct the internal combustion engine, which is of the Diesel type, in such a manner that two crank-shafts are provided, one on each side of the centre of the engine, and to provide supporting cross-frames and removable enclosing means whereby access can be had to the crank-shafts and the connected parts.

Another object of the invention is to provide a centrifugal fan for supplying air to air intake manifolds.

A further object of the invention is to provide a small air compressor, driven by a gas engine, for starting when the engine is cold, so as to provide suflicient air pressure to start the large engine.

And a still further object of the invention is to mount a radiator structure at each end of the cab, in combination with fans for delivering the exhaust upward and outward through side openings at top of the cab.

The invention relates to other details which will be fully described hereinafter.

In the accompanying drawings: 3

Figs. 1, 1a and 1b are connected views showing the driving mechanism of the locomotive in full lines in elevation, and the locomotive frame, cab and axles in dotted lines;

Fig. 2 is a view of the front end of the locomotive; and

Fig. 3 is a transverse sectional view through the engines on the line 3-3, Fig. 1a.

On the frame 1 of the locomotive is a cab 2 and within the cab is the driving mechanism, including an internal combustion engine 3 of the Diesel type, a blower, a

blower motor and fan, fuel tanks, and the electric generator t which is driven by the internal combustion engine 3 and which drives the motors 6 on the trucks 5 of the locomotive. In the present instance these trucks are of the 6-wheel type and the motors '6 1929. Serial No. 374,730.

are mounted on the end axles of each truck, as shown in dotted lines.

The side frames 7 of each truck are connected together at their outer ends by bumper frames 8 and at their inner ends by transverse coupling head castings 9, and between the coupling head castings and the bumper frames are cross-bars which support the centre bearings 10.

The main frame 1 of the locomotive consists of two longitudinal channel beams 13 of heavy construction which are spaced a given distance apart, and by heavy end beams 14 which form the body bolsters and from each of which depends the body part 15 of the centre bearing. The body centre bearings rests upon'the centre bearings of trucks as shown.

The longitudinal beams 13 are connected together intermediate of their ends by transverse beams, and these beams are spaced apart to accommodate the internal combustion engine. The side frames 16 of the engine are mounted on the foot brackets 18 projecting from the longitudinal side beams 13, and the side frames 16 of the engine are connected by cross-frames 17, Fig. 3.

19 is a floor plate secured to the underside of the

beams

13, and 20 are the side floor plates which are mounted on the upper portions of. thebeams 13 and extend from the inner walls of the cab 2 to the engine frame. The cab 2 is supported by channel beams 21 which are secured to the niain frame in any suitable manner.

The engine 3is of the Diesel type and has two crank-shafts 22 which are mounted in bearings 23 in the cross-frame 17. The engine has twelve cylinders 24, six on one side of the centre of the engine and six on the opposite side. 25 are the pistons. 26 are the connecting rods which connect the pistons to the crank-shafts 22.

p The cylinder structure is supported on columns 27 mounted on the base frame '17 as shown. These columns are parallel with the inclined centre line of each set of engines. In order to gain access to the crank shafts and their parts, the main frame of the engine is open ateach side and is closed bysheet metal coverings 28 which are'made detachable and are preferably made in sections, so that on removing these cover plates 28, access can be had to the bearings of the crankshafts and to the connecting rods, as well as to the lower part of the cylinder structure. In the present instance each plate 28 has a hook 29 which extends back of a flange 30 on a frame secured to the base frame 16 of the engine. The upper end of this cover plate rests against the side of the main frame. 7

We will not describe the details of construction of the ports and passages of the engine, as these form no part of this invention, the same being of the well-lmown Diesel type.

The shafts of the internal combustion engine are connected to the generator 4 by gearing and a coupling 31, and at the opposite end of the main generator 4 is an exciter 32. A drive shaft 33 extends from the exciter, and on this shaft is a pulley, over which passes a belt 34 which drives asmall generator 35 for charging the batteries.

The locomotive is equipped with three traction air compressors. Two of these compressors are located under the cab and the third is located above the generator as shown at 37. An auxiliary gas engine 36 is connected to the air compressor 37 through a clutch 38 which is automatically actuated after the locomotive is under way. The air compressor is coupled through piping 39 to a high pressure air tank 40. The air from this tank is used to turn over the main engine 3 in starting before combustion takes place.

After the gas engine 36 is stopped, the compressor continues to operate as an electric motor-driven unit under the same automatic control as the other two units. (The wiring not being shown.) In the present instance an air pipe 41 leads from the tank and communicates with an air manifold 42 which in turn communicates with the passages leading to the cylinders.

The water chamber of the gas engine is in communication with the water chambers of" 56, as shown in Fig. 1a, so that the hot water from the small gas engine will heat the cylinders of the main engine to a certain degree and at the same time this water will be cooled by circulating through the water chambers of said main engine.

Located at one end of the engine 3 is a scavenging blower 43, driven from the en-' gine in any suitable manner. 44 is the intake communlcatmg with the blower, and

45 is the exhaust which communicates with a pipe 46 leading to the main intake 47 on each side of the engine structure.

At each end of the cab of the locomotive is a radiator 48. In front of each radiator is a protecting screen '49. The water is circulated by any form of circulating pump. Directly back of the front radiator 48 is a blower 50 which is driven through a driving belt from the shaft 33. drawn through the radiators by the blower and is discharged into the clear story of the front portion of the cab and out through side openings 51 in the sides thereof.

A blower 52 is located in the rear end of the cab and in the present instance is driven by an electric motor 53. The outside air is drawn through the radiators by the blower and discharged into the upper part of the cab and out through side openings 54 in the same manner as the blower at the front of the cab.

The radiators have been shown in outline, as they may be of any type desired.

The control equipment of the locomotive has been omitted'in the drawings as it forms no part of the present invention; also, certain parts of the Diesel engine have been omitted for a like reason.

The frames and trucks of the locomotive form no part of this application as they are set forth and claimed in a companion application filed February 9th, 1927, under Serial No. 166,877, now Patent 1,720,903 of July 16, 1929.

We claim The combination of an oil engine of the Diesel type; a base frame mounted on the frame of a locomotive; cross'bars connecting the side frames of the engine; two crankaXles mounted in the bearings in the crossbars; two sets of cylinders and connecting rods, said cylinders being arranged at an incline with respect to the vertical centre line of the engine; and detachable cover plates at each side of the engine so that access may be had to the bearings and connecting rods of the en ine.

Jo'iiN s. KEEN. FRANK B. DEANS.

The outside air is Inn lOS