US1887634A

US1887634A - Internal combustion locomotive

Info

Publication number: US1887634A
Application number: US226666A
Authority: US
Inventors: Geiger Josef
Original assignee: MAN Maschinenfabrik Augsburg Nuernberg AG
Current assignee: MAN AG
Priority date: 1927-10-17
Filing date: 1927-10-17
Publication date: 1932-11-15
Anticipated expiration: 1949-11-15

Description

Nov. l5, 1932.

J. GEIGER INTERNAL coMusTloN LocoMoTIvE Filed oct. 17. 1927 2 Sheets-Sheet 1 NOV. l5, 1932. GElGER 1,887,634

INTERNAL COMBUSTION LOCOMOTIVE Filed oct. 17. 1927 2 sheets-sheet 2 Patented Nov. 15, 1932 UNITED STATES PATENT OFFICE JOSEF GEIGER, OF AUGSBURG, GERMANY, ASSIGNOR TO THE FIRM'. MASCHINENFABRIK AUGSBURG-NUERNBERG, AKTIENGESELLSCHAFT, 0F AUGSBURG, GERMANY, A COR- PORATION 0F GERMANY INTERNAL COMBUSTION LCOMOTIVE Application filed October '177, 1927. Serial No. 226,666;

Diesel locomotives with compressed air transmission are known, in which the Diesel engine drives a separate compressor which supplies the compressed air required for performing work in the locomotive cylinders. The construction in question is quite suitable for small and medium locomotives, but in the case of high power locomotives has the drawback that the whole installation becomes comparatively heavy and expensive. Moreover, these locomotives necessitate the use of recooling installations for-the cooling .Water of the Diesel engines and the compressor, which installations increase with the increase in the size of the locomotive, and in that way the difficulties of construction are still further increased and in the case of very large engines, make it even necessary to tow a separate cooling car.

The method of working according to the present invention has the advantages of the compressed air transmission, Whilst avoiding the drawbacks above referred to by again Ycompressing in the locomotive cylinders, to

the temperature of ignition of the fuel, the compressed air supplied by the compressor p after it has done its work in the locomotive cylinders, and by then injecting fuel into the said compressed air. The Diesel engine has therefore to supply only a small portion of the locomotive power, which is then increased in the locomotive cylinders owing to the latter operating during thek second part of a working cycle as an internal combustion engine, after having worked during the first part of the cycle as an air motor.

Before its admission into the locomotive cylinders, the compressed air is preferably preheated to such an extent that, after work has been performed, a compression to 'the pressures hitherto usual in locomotives (about 15 atmospheres) is sufficient for the Y automatic ignition of the fuel. For heating application of Josef Geiger, Serial No.`

94,516, filed March 13, 1926,.,for internal combustion locomotives, -which discloses subject matter embodied herein.

In the drawings, in which is disclosed a preferred embodiment of the invention Fig. 1 illustrates an indicator diagram for the method of working in accordance with@ this invention;

f Fig. 2 is a diagrammatic elevational view with parts in section of a locomotive constricted in accordance with this invention; an

Fig. 3 discloses in the nine views marked Positions 1 to 9 respectively the positions of the piston, controlling valve and related parts ofthe driving cylinder of the locomotive during a' complete cycle of operation.

Compressed air at comparatively low pressure which is generated in a separatecompressor b driven by the Diesel engine a (Figure 2), after having been preheated to a suitably high temperaturc, is admitted into the locomotive cylinder or cylinders as indicated by the line 1 2 of the indicatorldiagram of Figure 1. The heating of the compressed air could be e-Hected for instance by means of the exhaust gases from the Diesel engine in a heater cheated by the same. Let it be assumed that the compressed air thus reheated before admission into the locomotive cylinder d has for instance a pressure of 8 atmospheres and a temperature of 350o C. From the points 2 to 3 of Figure 1 expansion of the compressed air takes place. Shortly before the dead center position of the piston at 3 the controlled outlet valve e will be opened and during the reversal of stroke will allow the compressed air to expand to such an extent that the pressure will be equalized with burnt gases theri takes place. The locomotive at substantiall the end of fuel injection are cylinder works during this stroke as an interindicated in os. 6 of Fig. 3, spontaneous, nal combustion engine. At 7, shortly before combustion of the fuel with the recompressed the end of the stroke, the outlet valve is air taking place during the period of injecopenedand then, up to the point 8 of Figure tion. The expansion of the combustion gases 1, the exhaust stroke follows. The end of the then takes place as illustrated by the line expansionV of the compressed air at the point of Fig. 1.' At the point 7 the valve e again 4, and the end of the expulsion of the burnt opens communication between the passage h gases at `the point 8 are controlled by one and the exhaust passagez", as indicated in and the' same control element, viz: the. cam Pos. 7 of Fig. 3, to permit the escape of the disc g having the two cams gf1 and g2 which exhaust gases. The exhaust gases are'exare designed accordingly. Beginning 4at 8, panded from the cylinder up to the point of a short compression ofthe burnt gases still Fig. 1, when as illustrated in Pos. 8-of Fig. 3 contained in the cylinder takes place, and at the valve e again closes communication bethe point 1 then begins the renewed admistween the passage L and the pssage i. A sion of compressed air. The workin cycle is short compression of the gases then remaining thereupon repeated in the manner a ove dein the cylinder takesplace as indicated by the scribed.

Referring to Fig. 3,the positions ofthe pisshown in Pos. 9 of Fig. 3, the valve e again ton d', controlling valve e and cam disc g are connects the passage h with the compressed illustrated for the cycle of operation above vair pipe h., Ihe cycle then repeats itself in described. Pos. 1 of Fig. 3 illustrates the the manner above described.

parts at the beginning of the air motor stroke Any conventional -type of fuel pump and of the piston d. The valve e which is actudriving connection therefor can be used for ated through the cam disc g on a cam shaft supplying fuel in controlledlmanner to the.

driven from the driving shaft of the locomonozzle f also any conventional driving intertive at half the shaft speed in any Well-known connection from the locomotive driving axle manner,`is moving towardlthe right as shown to the cam shaft Icontaining the cam disk g in this view. The valve e at this't'ime is incan be used. As shown, a gear Z is pinned tosuch position that the intake passage k the shaft c on which is fastened the cam g.

formed within the wallof the driving cylin- The gear Z is interconnected by a driving der. is incommunication with the pipe L chain m with a pinion n pinned to the axle o which supplies compressed airfrom the preof the locomotive.- The shaft k is thus driven heater c to the driving cylinder, the comby the drivin axle o of the locomotive and pressedair acting upon the piston d to per# the ratio. of t e gears n and Z is such as to form `aworking stroke, 'Ehe introduction of" provide a driving rati'o of one to two between compressed air is indicated in the diagram of fthe. axle and the shaft k. Also pinned to Fig. 1 by rthe line 1 2. the shaft 1c is a cam plate p, shown in dotted In Pos. 2 of Fig..3, the valve e has been lines, this cam plate serving to drive thefuel moved to close the intake passage Il', and the pump r by 'acting upon the pump plunger r', air then within the cylinder ex ands as indithe plunger 1'" carrying a roller riding upon cated by the line 2--3 of the indicator dia.- the surfaceof thecam plate p in the customgram. In Pos. 3 of Fig. 3, the valve e has ary manner. The fuel pump is of the standbeen moved to the right a suificient distance ard cam driven type and is connected with to open-communication betweenthe passage the injection nozzle f by injection piping '8. h and an exhaust passage z" also formed. The cam plate p is mounted upon the shaft within the wall lof the driving cylinder, s0 [c at such an angle relative to the cam plate g that the air within the cylinder may exhaust that the injection of fuel at the nozzle f takes to substantially atmospheric pressure as indicated'by theline 3-4 of Fig. 1. At the f completion of this exhausting, the valve e and the piston d have assumed the positions shown in Pos. 4 of Fig. 3, the passage k being again closed bythe valve e. On the return stroke of the piston the air remaining within the cylinder is then compressed to about 15 atmospheres, as indicated by the @line 4 5, of the indicator diagram. Due to at the point 5, with the this compression, the nir is heated to a oint vsuicient to cause self-ignition of fue injected therein.

The beginning of fuel injection takes place parts as shown in e Pos. 5 of Fig. 3, this fu 'injection taking place in controlledtime relation with respect to the operation of the driving cylinder d,

this fuel linjection corresponding to Pos. 5 of Fig. 3. Thusduring operation of the driving cylinder d with corresponding movement of the 'driving axle o of the locomotive, the cam' plate p on the shaft lc is driven by means of l' 65 place over the line 5-6 of Fig. 1. The parts driven in coordinated time relation by means of the cam plate g, also mounted on the driven cam shaft la.

It is thus seen that the driving cylinder of the locomotive functions as a four-cycle Diesel engine, to which compressed air from the compressor b is supplied during the suction stroke of the engine operation. The result is that two-cycle operation is in f act secured, as each driving stroke of the piston is a Working stroke. The engine functions on one stroke as an air motor, and on the alternate stroke as an internal combustion engine. Thus the driving cylinder of the locomotive functions as a combined air motor and internal combustion engine. The operation of the driving cylinder is controlled by the single control valve e Which is driven by a cam shaft in the usualmanner so that the operation is coordinated with that of the power cylinder, this control valve e regulating the admission of compressed air to the cylinder for the air motor Working stroke therein, the exhaust of expanded air from l the driving cylinder after the air motor stroke therein, and the exhaust of products of combustion from the driving cylinder after the internal combustion engine Working stroke therein. The Diesel engine a, driving the compressor b, need'yonly furnish a. part of the power necessary in the operation of the locomotive, the balance being furnished by the internal combustion engine operation within the locomotive driving cylinder. This invention enables the Diesel engine and compressor driven thereby to be built in smaller sizes, and the building of such locomotives is vconsiderably simplified.

While the form of apparatus herein described constitutes a preferred embodiment of the invention, it is to be understood that the invention is not limited to Lthis precise form of apparatus, and that changes may be made therein without departing from the scope of the invention which is defined in the appended claims.-

lVhat is claimed is 1. A combined air motor and internal combus'tion engine of the character described, comprising a cylinder, a piston therein, said cylinder having an intake passage and an exhaust passage, means for'supplying comi pressed air to said intakepassage for air motor operation therein. on each alternate Working stroke, means for supplying fuel to said cylinder for internal cembustion engine operation therein on each alternate working stroke intermediate air. motor Workingv strokes, and a single cont-rol valve for governing the admission of compressed air to said cylinder for the air motor operation, the exhausting of expanded air from the driving cylinder resulting from said air motor operation, and the exhausting of products of combustion from the driving cylinderf resulting from said internal combustion engine operation.

2. In a locomotive constructed for cooperatively combined air motor and Diesel engine operation in a Working cylinder, the method which comprises preheating compressed air, introducing the preheated compressed air into the cylinder for air motor expansion therein to effect Work, coordinating the preheating of the air and the expansion thereof in the air motor operation with the compression pressure to be attained during the Diesel operation so that expanded air from the air motor operation has a residual temperature above normal atmospheric temperatures, controlling the exhaust cut-ofi' of the air motor operation so as to leave a predetermined amount of expanded air having such residual temperature Within said cylinder with resultant recompression thereof to the said compression pressure to attain an ignition compression temperature in excess of the compression temperature normally resulting from i such a compression pressure, and injecting fuel into such recompressed air with resulting self-ignition and combustion to produce a Diesel operation and effect work, the selflignition being thereby attained in the Diesel operation Without the employment of unduly high compression pressures.

3. An engine of the character described comprising a combined air motor and Diesel engine cylinder, means for supplying heated compressed air to said cylinder with resultant expansion therein to performv a Working stroke ofair motor operation, means for controllingthe exhaust of said expanded air Vso as to retain a portion thereof Within said cylinder after expansion in the air motor operation, said retained, air being at a temperature in excess of normal atmospheric tem- 'peratures `whereby upon recompression of said remaining air to a predetermined compression pressure of the order of fifteen atmospheres, a compression temperature is attained suiiiciently high to induce self-ignition of fuel injected thereinto, and means for introducingfuel into said compressed air with resultant self-ignition and combustion to produce Diesel operation on another Working stroke.

4. In a locomotive of the character described having a driving. axle, a combined air motor and Diesel engine driving eylinder for said locomotive, a piston therein operatively connected to said driving axle, means for supplying highly heated compressed air to said driving cylinder with resultant expansion for air motor operation therein to 'drive said piston on one working stroke,

means driven in coordinated time relation with said piston for controlling the exhaust of said expanded air to retain a portion of said air Within said cylinder sufficient to provide combustion air for a working stroke of Diesel engine operation, the temperature of the heated compressed air, its expansion, and

exhausting in air motor operation being c0-k ordinated With the compresslon pressurey to y be'attained in the Diesel operation suchthat upon recompression of said retained ai? to a compression pressure of the order of fifteen atmospheres, a temperature is attained suliciently high to provide for self-ignition of fuel injected thereinto, and means for injecting fuel into said recompressed air with i resultant self-ignition' and combustion for Diesel operation therein to drive said piston` on an alternateworking stroke.

5. In a locomotive constructed for cooperatively combined air motor and Diesel engine operation in a working cylinder, the

method which comprises introducing preheated compressed air into the cylinder for air motor expansion therein to eiect Work,

controlling the exhaust cutoif of the air motor operation so as to leave a predetermined amount of expanded air having a residual temperature a ove normal atmospheric temperature within said cylinder, recompressing v such retained expanded air Within the cylinder to a compression pressure of the order of A15 atmospheres, and injecting fuel into such recompressed air with resultant selfignition and combustion to produce a Diesel operation and effect WorlL In testimony whereof I hereto affix my signature.

JOSEF GEIGER.