US1910619A

US1910619A - Turbine driven locomotive

Info

Publication number: US1910619A
Application number: US295949A
Authority: US
Inventors: Lysholm Alf; Wahlsten Gosta
Original assignee: Ljungstroms Angturbin AB
Current assignee: Ljungstroms Angturbin AB
Priority date: 1927-07-28
Filing date: 1928-07-28
Publication date: 1933-05-23
Anticipated expiration: 1950-05-23

Description

May 23, 1933. A. LYSHOLM El AL TURBINE DRIVEN LOCOMOTIVE 2 Sheets-Sheet 1 Filed July 28, 1928 Q B J Grimm-n May 23, 1933.

A. LYSHOLM El AL TURBINE DRIVEN LOCOMOTIVE Filed July 28, 1928 2 Sheets-Sheet 2 7 Lardner/ FAN TURBINE TWPBI/"F con/01min 15 6 2 r fal A 9 76 q supp}? HEA TEE; 70 17 78 E/v39? 24 23 3 lNJEcTOR 1 A}: 28 30 31 27 52 2 STEAM B Summer s Bu gOdCQ/ (la/101M010, WWW/10mm Utterncgs Patented May 23, 1933 UNITED .STATES PATENT OFFICE ALF LYSHOLM AND WAHLSTECN', OF STOCKHOLM, SWEDEN,- ASSIGNORS TO AKTIE- BOLAGET LJUNGSTROMS ANGTURBIN, F STOCKHOLM, SWEDEN, A JOINT-STOCK COMPANY OF SWEDEN Application filed July 28, 1928, Serial No. 295,949, and in Sweden July 28, 1927.

The present invention relates to turbinedriven locomotives and has particular reference to locomotives driven by condensing turbines.

It-is a principal object of the invention to facilitate the operation of locomotives of the above mentioned type, particularly with respect to the control of the locomotive auxil iaries such as the draft creating fans for the locomotive boiler and the fans supplying cooling air to the condenser. A further object of the invention is to provide an improved'arrangement whereby the main turbine for driving the locomotive and the turbines driving the principal auXiliariesmay be operated in the most economical manner.

Other and more detailed objects of the invention together with the advantages to be derived from its use will appear more fully in connection with the ensuing description of a preferred'form of the invention as illustrated in the accompanying drawings, in which,

Fig. 1 is a side elevation, partly in section, of a turbine-driven condensing locomotive embodying the invention,

Figs. 2 to 5 show in cross-section and on a larger scale various positions of a control valve, and

Fig. 6 shows diagrammatically the interconnections between the several turbines and their respective controls. I

In connection with turbine-driven locomotives, it is the usual practice to employ turloines for driving the several locomotive auxiliaries and it is usually the duty of the fireman to control the several auxiliaries in accordance with the manner in which the locomotive is operated by the engine driver, so asto maintain a suitable steam pressure in the locomotive boiler at all times. In order to properly control the steam pressure the rate of combustion of the fire must be varied and this is efi'ected primarily by adjustment ofthe turbine driving the chimney or draft been found that because of his other duties fan. The control of the condenser is elfected primarily by one or more turbine-driven fans which are operated so as to supply more or less cooling air to the condensing elements of the condenser.

If the turbines operating these two auxiliaries are operated continuously with full steam admission there will obviously be no difliculty in maintaining the desired steam pressure in the boiler and desired vacuum in the condenser. Such operation would, however, be very uneconomical and in order to obtain suitable economy of operation, these auxiliaries must be related in their operation to the operation of the main turbine. Here- (it tofore the proper operation of these auxiliaries with relation to operation of the main turbine has been sought to be obtained by proper instruction of the fireman but it has $5 the fireman ordinarily does not give sufiiciently close attention to the operation of these auxiliaries to obtain the desired economy.

In accordance with the present invention, elimination of the difliculties heretofore encountered in the operation of locomotives of the character under consideration is obtained by the provision of means whereby the turbine driving the condenser and chimney fans may be automatically controlled in accordance with the operation of the main turbine. More specifically, the invention consists in the provision of turbines for driving the above mentioned fans, which turbines are connected in series so that the steam supplied to the main turbine flows first through the turbines driving the fans. In connection with this general arrangement, mannally operable control means are provided for securing proper operation 'of the turbines driving the auxiliaries under special. or unusual circumstances, as will hereinafter more fully appear.

Referring now more particularly to Fig; 1 90 of the drawings, 1 designates the car carrying the locomotive boiler 2 in known manner.

.This car is coupled onto another car 3 carryfrom the superheater 10, through the pipe conduit 11 to the'chimney draft turbine 12 adapted to operate fans by means of which the exhaust gases are forced out through the chimney 13. After the steam has passed through turbine 12, with a fall of pressure of a few kilograms, it is conducted further through the pipe conduit 14 to the supply part of the condenser fan turbine 9, which supply part is located on the other side of the locomotive, not shown in Fig. 1. After the steam has passed through turbine 9, with a further fall of pressure of a few kilograms, it is conducted to a steam distributing box 15 connected with the outlet part of the turbine, from which box the steam passes through one or more conduits 16, 17, 18 to the main turbine 5 where the remaining fall of pressure of the steam is utilized as energy for the pro pulsion of the locomotive. Through the outlet conduit 19 of the main turbine 5, the steam enters the condenser 4 where it is condensed and returned to the locomotive boiler by means of the usual condensate and boiler feed pumps (not shown in the drawings). Thus all steam, which has delivered energy in the main turbine 5, has first passed both the turbine 12 and the turbine 9. The driver controls the main turbine by adjusting the handle 21 and thus the main control valve 22 for the whole system in the drivers cab 20. Consequently, if the main turbine 5 requires more steam, for example, and the handle 21 is adjusted so that the valve 22 is opened for the passage of a larger amount of steam, the turbine 12 of the chimney fan and the turbine 9. of the condenser fans will automatically receive more steam. Thus the output of these turbines is increased, which is also necessary on an increase of the output of the main turbine, inasmuch as an increased draft in the furnace of the boiler as well as an increased cooling effect in the condenser will be required. Again, if the driver throttles the supply of steam to the main turbine by adjusting the handle 21 and the valve 22 in consequence thereof, the chimney fan turbine 12 as well as the condenser fan turbine 9 will receive less steam, which also corresponds to the demand for draft under the boiler and to the cooling effect in the condenser.

Thus the most important auxiliaries of the locomotive will be automatically controlled simultaneously with the controlling of the main turbine or turbinesrespectively. However, facilities are required to enable control of the auxiliaries independently of the main turbine, for instance in starting the fire of the boiler, when a vacuum is to be produced Within the condenser, during relatively long stops at stations or on other occasions. Thus the chimney fan 12 should be capable of being driven on various occasions, without the two other turbines being driven, and the condenser fan 9 should also be operable at some times without interfering with the operation of the other turbines.

Let it be assumed that it is desired to drive the chimney fan while the two other fans are standing still, that is to say, when the valve 22 is closed. Then the handle 23 is adjusted in the drivers cab 20, so that the valve 24 will open the connection between the

pipe conduits

25 and 26. If this connection is open, the turbine 12 receives saturated steam from a steam distributing box 27. The steam escapes in known manner from the turbine 12 through the exhaust conduit 14 and through the turbines 9 and 5 to the condenser. This steam quantity is so small that the turbines 9 and 5 will not be driven thereby but are only heated. By this valve 24 the turbine 12 may also be regulated for a higher output, when the other turbines are only driven for a small delivery of energy, in that further steam is supplied to the turbine in the abovementioned manner through the conduit 26. By further adjusting the handle 23 the valve 28 may be shifted in such a manner that steam will be transferred directly from ,the conduit 11 to the conduit 14. By this means superheated steam is caused to flow past the turbine 12, whereby this turbine is run to deliver a smaller output in relation to the two other turbines, inasmuch as the whole quantity of steam will not then flow through in connection with ejector 30 which is driven by means of saturated steam conducted from the steam distributing box 27 through the pipe conduit 32 upon shifting of a valve as at 31. When the air ejector 30 is started by opening of'the valve 31, steam is also admitted through a branch conduit 33 from the pipe conduit 32 to the turbine 9. As soon as the air ejector 30 is started, the fans driven by the turbine 9 are also started. After the saturated steam from the conduit 33 has passed the turbine 9 it then flows through the main turbine 5, but the amount is so small that it passes this turbine without delivering any energy therein except in the form of heat. The fan turbine may thus be started without the main turbine being started. It is required, however, that the capacity of the fan turbine 9 shall be capable of increasing to a greater extent than it would in consequence of the amount of steam that will flow therethrough on an increase of the capacity of the main turbine. For this reason means are provided in connection with the handle 21 in the drivers cab 20, so that the valve 22 will be opened when said handle is first adjusted, whereas, when the handle 21 is further adjusted, the connecting rod 34 and the rod 35 actuated thereby will open a valve, so that the steam from the steam collector will not be conducted to the main turbine through one of the pipes only, such as pipe 16, but also, for instance, through the pipe 17. conduit of the turbine 9 is thus decreased, whereby the output of this turbine is increased.

In case the locomotive is to run over a track so located that the temperature of the air is subjected to great variations, for example between winter and summer, means are provided for decreasing or increasing the capacity of the fan turbine 9. In winter time, for instance, the pipe conduit 18 between the steam distributing box 15 and the main turbine 5 is closed, whereas this connecting conduit is open during the summer at a higher temperature. This results in that a smaller back pressure is obtained in the exhaust conduit of the turbine 9 during the summer, that is to say, under circumstances when an increased capacity of the turbine 9 or, more properly stated, of the fans 7 driven by the same, is required to provide for greater quantities of cooling air. By this arrangement it will thus always be possible to keep the con-' denser cooled in such manner that the best vacuum is always obtained in the same with the least possible consumption of steam.

Fig. 2 illustrates a longitudinal section through the

valves

24 and 28 by means of which the fan turbine 12 may be controlled in addition to the control resulting from an adjustment of the valve 22. These two valves 50 are built together in such a manner that the movable controlling. parts are arranged on the shaft or rod 23a which is turned by means of the handle 23. These valves permit operation of the fan turbine at different loads, independently of the load on the other turbines. Figs. 3, 4 and 5 show diflerent positions of the valves, corresponding to the maxiv mum load, the average load and no load on the chimney fan, and constitute sections on line AA in Fig. 2. In order to operate the chimney fan at maximum capacity it is necessary that the main conduit 11 be entirely open, and that the additional conduit 26 be also open, while the by-pass between the pipe conduit 11 and the connecting conduit 14 is The back pressure in the exhaust closed. This position of the valves is shown in Fig. 3, where the valve is adjusted in the pipe conduit 11 in such a manner that the supply of steam to the valve corresponds to the opening 40 and its outlet tothe opening 41. Thus the main conduit 11 is open, inasmuch as the steam flows past the closing part or tongue 42 of the valve, in the direction of the arrow 53. The opening 44 is connected to the conduit 14 and is closed in this position by the tongue 42 closing the said opening. The additional conduit 26 which is connected to the flange 48, is open through the valve 24 (compare Fig. 2) located behind the valve 28 in Fig. 3. In Fig. 3 the closing valve body 45 is shown by dotted lines in such a position that the steam may pass from the conduit 25 which is connected with the flange 47, to the conduit 26, in the direction of the arrow 46.

Fig. 4 shows the position for the-average load of the fan turbine. In this case, the main conduit 11 is still open, but somewhat throttled. The additional conduit 26 connected to the flange 48 is also somewhat throttled, whereas the bypass between the pipes 11 and 14 is partially open. This position is obtained by turning the shaft 23a through an angle of about 45 from the position shown in Fig. 3. The tongue 42 thus has such a position that the previously described connection between the openings and 41 is still open in the direction of the arrow 53, but so as to be somewhat throttled. The by-pass to the opening 44 has been opened, so that steam may flow thereto in the direction of the arrow 49. Moreover, the valve body 45 of the valve 24 has such a position as to cover the inlet 47 a excepting a recess as at 50. Thus the

conduits

25 and 26 are only connected for the passage of such an amount of steam as is required to drive the chimney fan, in case the valve 22 is entirely closed.

Fig. 5 shows the position of the valve when no steam is supplied to the fan turbine. In this case, the connection between the openings 40 and 41 is closed by the tongue 42 entirely closing the opening 41. On the other hand, the connection between the open ings 40 and 44, that is to say from the conduit 11 to the conduit 14, is entirely open, whereby steam may pass in the direction of the arrow 49. Furthermore, the additional conduit through the valve 24 is closed by the valve body 45 entirely covering the inlet 47 (1. Consequently, steam that flows through the condu t 11 will, in case the valve 22 is open, flow past the chimney fan turbine.'

y means of this valve it willthus be possible, if required, to effect changes in the drive of the chimney fan turbine independently of the other turbines. ,As stated, the object of this valve device is only to facilitate a control of the exhaust fan turbine independently of the other turbines in starting the fire of the locomotive or on other special occasions.

Generally speaking, the chimney fan turbine will, however, particularly in driving over a track, be automatically controlled through the drivers operation of the handle 21. Thus the fireman need not constantly think of the control of the auxiliary machines in step with the operation effected by the driver, but has facilities in exceptional cases to control the auxiliaries in such a manner that the most favourable operation is obtained. Thus a simplified operation of the locomotive is obtained through the present invention. Furthermore, due to the arrangement of the several turbines with respect to steam flow therethrough and to the operation of the auxiliaries with a relatively large amount of steam having a relatively small pressure drop'between high inlet and exhaust pressures, it is possible to obtain a higher efiiciency of operation than has heretofore been obtained.

What we claim is 1. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive, a fan to force cooling air through the condenser, a fan to increase the chimney draft, a high pressure turbine to drive said chimney fan, a medium pressure turbine to drive the condenser fan, a superheater communicatingwith said high pressure boiler, a conduit connecting said superheater with the inlet of said chimney fan turbine, the exhaust of said chimney fan turbine being connected to the inlet of said condenser fan turbine, the exhaust of said condenser fan turbine being connected to the inlet of said low pressure condensing turbine and the exhaust of said condensing turbine being connected with said condenser.

2. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive, a fan for forcing cooling air through the condenser, a fan for increasing the chimney draft, a high pressure turbine for driving said chimney fan, a medium pressure turbine for driving the condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of said chimney fan turbine, the exhaust of said chimney fan turbine being connected to the inlet of said condenser fan turbine, and the exhaust of said condenser fan turbine being connected to the inlet of said low pressure condensing turbine, the exhaust of said condensing turbine being connected with said condenser, and valve means in said conduit connecting said superheater with said chimney fan turbine for simultaneously controlling the power developed by all three of said turbines.-

3. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive and having its exhaust connected with said condenser, a fan to increase the chimney draft, a high pressure turbine for driving said chimney fan, a second fan to force cooling air through said condenser, a medium pressure turbine for driving said condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of the chimney fan turbine, a second conduit connecting the exhaust of said chimney fan turbine with the inlet of said condenser fan turbine which has its exhaust connected with the inlet of said low pressure turbine, a by pass connecting the conduit between said superheater and said chimney fan turbine with the conduitconnecting said chimney fan turbine with the condenser fan turbine, and valve means in said by-pass.

4. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive and having its exhaust connected with said condenser, a fan to increase the chimney draft, a high pressure turbine for driving said chimney fan, a second fan to force cooling air through said condenser, a medium pressure turbine for driving said condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of the chimney fan turbine, a second conduit connecting the exhaust of said chimney fan turbine with the inlet of said condenser fan turbine which has its exhaust connected with the inlet of said low pressure turbine, a bypass connecting the conduit between said superheater and said chimney fan turbine with the conduit connecting said'chimney fan turbine with the condenser fan turbine, valve means in said by-pass, and valve means in said conduit connecting said superheater with said chimney fan turbine for simultaneously controlling the power developed by all three of said turbines.

5. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive, a fan to force cooling air through the condenser, a fan to increase the chimney draft, a high pressure turbine for driving said chimney fan, a medium pressure turbine for driving the condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of said chimney fan turbine, the exhaust of said chimney fan turbine being connected to the inlet of said condenser fan turbine, the exhaust of said condenser fan turbine being connected to the inlet of said low pressure condensing turbine, and the exhaust of said condensing turbine being connected with said condenser, a conduit connecting said high pressure boiler with said high pressure chimney fan turbine, and valve means in said last-named conduit.

6. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive, a fan to force cooling air through the condenser, a fan to increase the chimney draft,'a high pressure turbine for driving said chimney fan, a medium pressure turbine for driving the condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of said chimney fan turbine, the exhaust of said chimney fan turbine being connected to the inlet of said condenser fan turbine, the exhaust of said condenser fan turbine being connected to the inlet of said low pressure condensing turbine, and the exhaust of said condensing turbine being connected with said condenser, a conduit connecting said high pressure boiler with said high pressure chimney fan turbine, valve means in said last-named conduit and valve means in said conduit connecting said superheater with said chimney fan turbine for simultaneously controlling the power developed by all three of said turbines.

7. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive and having its exhaust connected with said condenser, a fan to increase the chimney draft, a high pressure turbine for driving said chimney fan, a second fan to force cooling air through said condenser, a

- medium pressure turbine for driving said second fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of the chimney fan turbine, a second conduit connecting the exhaust of said chimney fan turbine with the inlet of said condenser fan turbine which has its exhaust connected with the inlet of said low pressure turbine, a bypass connecting the conduit between said superheater and said chimney fan turbine with the conduit connecting said chimney fan turbine with the condenser fan turbine, valve means in said by-pass, a conduit connecting said high pressure boiler with said high pressure chimney fan turbine, and valve means in said last-named conduit.

8. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive and having its exhaust connected with said condenser, a fan to increase the chimney draft, a high pressure turbine for driving said chimney fan, a second fan to force cooling air through said condenser, a medium pressure turbine for driving said condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the the inlet of the chimney fan turbine, a second conduit connecting the exhaust of said chimney fan turbine with the inlet of said condenser fan turbine which has its exhaust connected with the inlet of said low pressure turbine, a by-pass connecting the conduit between said superheater and said chimney fan turbine with the conduit connecting said chimney fan turbine with the condenser fan turbine, valve means in said by-pass, a conduit connecting said high pressure boiler with said high pressure chimney fan turbine, valve means in said last-named conduit, and a common operating member to operate both said valve means simultaneously.

9. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive, a fan to force cooling air through the condenser, a fan to increase the chimney draft, a high pressure turbine for driving said chimney fan, a medium pressure turbine for driving the condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of saidchimney fanturbine,the exhaust of said' chimney fan turbine being connected to the inlet of saidcondenser fan turbine, the exhaust of said condenser fan turbine being connected to the inlet of said low pressure condensing turbine and the exhaust of said condensing turbine being connected with said condenser, a conduit connecting said high pressure boiler with said condenser fan turbine, and valve means in said last-named conduit.

10. A locomotive having a high pressure boiler and a condenser, comprising a low pressure condensing turbine for driving the locomotive, a fan to force cooling air through the condenser, a fan to increase the chimney draft, a high pressure turbine for driving said chimney fan, a medium pressure turbine for driving the condenser fan, a superheater communicating with said high pressure boiler, a conduit connecting said superheater with the inlet of said chimney fan turbine, the exhaust of said chimney fan turbine being connected to the inlet of said condenser fan turbine, the exhaust of said condenser fan turbine being connected to the inlet of said low pressure condensing turbine, and the exhaust of said condensing turbine being connected with said condenser, valve means in said conduit connectingsaidsuperheater with said chimney fan turbine for simultaneously controlling the power developed by all three of said turbines, a conduit connecting said high pressure boiler with said condenser fan turbine, and valve means insaid last-named conduit.

11. An arrangement as claimed in claim 2, wherein a fluid distributing means is arranged between the medium pressure condenser fan turbine and the low pressure condensing turbine, said distributing means being connected with the last-named turbine by means of a plurality of conduits, at least one of which is always open and some of the other conduits are provided with valve means which are positively connected with the main control valve means in the conduit between the superheater and the chimney fan turbine.

12. A locomotive comprising a steam generator, a super-heater, a plurality of auxiliary turbines including ahigh pressure turbine for driving a chimney draft fan and an intermediate pressure turbine for driving a condenser draft fan, a low pressure main turbine for driving the locomotive, connections for conducting steam exhausted from the high pressure turbine to the intermediate pressure turbine and from the intermediate pressure turbine to the low pressure turbine and valved connections for admitting both superheated steam and saturated steam directly to both of said auxiliary turbines.

13. In a locomotive, a steam generator, a superheater, a main turbine for driving the locomotive, a first auxiliary turbine exhausting to said main turbine, a second auxiliary turbine exhausting to said first auxiliary turbine, means for supplying steam to said second auxiliary turbine whereby to cause operation of said first auxiliary turbine due to steam exhausted from said second auxiliary turbine, and valved connections for supplying saturated steam and superheated steam directly to said first auxiliary turbine.

14. In a locomotive, a steam generator, a superheater, a main turbine for driving the locomotive, a first auxiliary turbine exhausting to said main turbine, a second auxiliary turbine exhausting to said first auxiliary turbine, connections for supplying superheated steam directly to each of said auxiliary turbines and connections for supplying saturated steam to each of said auxiliary turbines.

15. A steam turbine driven locomotive comprising a source of saturated steam and a source of superheated steam, a first auxiliary turbine, a second auxiliary turbine and a main turbine, said turbines being serially connected with respect to steam flow therethrough and each of said turbines being adapted to carry an independent load, and means including operatively connected valves for supplying both saturated steam and superheated steam to said first auxiliary turbine and for by-passing a portion of the superheated steam around said first auxiliary turbine to said second auxiliary turbine.

16. A steam turbine driven locomotive comprising a source of saturated steam and a source of superheated steam, a first auxiliary turbine, a second auxiliary turbine and a main turbine, said turbines being serially connected in the order named With respect to steam flow therethrough, each of said turspecification.

ALF LYSHOLM. oosra "WAHLSTEN.