US2274395A - Locomotive - Google Patents

Description

Feb. 24, 1942.

J. P. BADENHAUSEN LOCOMOTIVE use/r 17 l VZZwrney.

Filed Feb. 8, 1940 NQW Patented Feb. 24, 1942 UNITED STATES PATENT OFFICE- LOCOMOTIVE John Phillips Badenhausen, Philadelphia, Pa.

Application February 8, 1940, Serial No. 317,80!

2 Claims.

This invention relates to locomotives andmore particularly to power plants and driving units for locomotives.

In the locomotives which are now in use and either by stopping the train or by picking up water while running. By reason of the quality of the water thus used scale formation in the boiler tubes is a constant source of difllculties and the maintenance costs of the boiler are very high.

It is an object of the present invention to provide a locomotive and power plant therefor which will be eflicient in its fuel consumption, in which the make up water required for steam generation will be relatively small in quantity and in which the quantity of fuel required will be greatly re duced.

I quent intervals to replenish the water supply,

being shown in section for tion; and

Fig. 1B is a similar view of the rear half of the locomotive unit of the present invention.

It will, of course, be understood that the description and drawing herein contained are illustrative merely, and that various modifications and changes may be made in the structure disclosed without departing from the spirit 0 the invention.

Referring more particularly to thedrawing in which a preferred embodiment of the invention is illustrated in diagrammatic form, the locomotive of the present invention is provided with purposes of illustrathe usual main frame Ill. The frame [0 is preferably supported upon a front truck II, front driving wheels I2, rear driving wheels I3, and a 7 rear truck I4, although the use of the drivers as It is a further object of the present invention to provide a power plant for locomotives in which the operating and maintenance costs will be greatly reduced.

- It is a further object of the present invention to provide a locomotive which will have more power available for tractive effort for a given size and which will also have power available, preferably in the form of electrical energy, for

use with the auxiliaries of the locomotive and in the train for lighting, heating, air conditioning, cooking and the like.

It is a further object of the present invention to provide a locomotive which will have a suitable booster for starting and for continuous driving.

Other objects of the present invention will be apparent from the annexed specification and claims. j

The nature and characteristic features of the invention will be more readily understood from the following description, taken in connection with the accompanying drawing forming part, hereof, in which:

Figure 1A is a diagrammatic longitudinal view of the front half of a locomotive unit involving the main features of the present invention, parts herein shown is merely illustrative. A tender I5 having a frame Iii-and supported upon wheels I l is coupled to the main frame III in any preferred manner.

The main frame I0 has mounted thereon a steam generator which may be of any preferred type. The steam generator preferably includes a boiler I8, a superheater I9, an economizer 20 and with the tubes thereof large enough so as to be easily cleaned. It is also preferable that the tubes be short and set close together so that the fire box or combustion space is entirely enclosed within tube surfaces.

There is illustrated in my copending application for Letters Patent filed June 16, 1939, Serial No. 279,475, which issued January 14, 1941, as Patent No. 2,228,590, a steam generator of a type suitable for use in connection with the present invention.

As illustrated in the present application the boiler I8 preferably includes an upper longitudinally disposed steam and water drum 25 and a plurality of -tubes 26 which extend from the boiler drum 25 and provide with the drum 25 the top of the combustion space or fire box. The tubes 26 also extend downwardly to provide the side walls of the combustion space or fire box and the tubes 26 are closely spaced so as to touch and provide an interior heating surface composed of tube surfaces. The lower ends of the tubes 26 are preferably connected to one or more headers 2'! as'desired.

A transverse wall 28 adjacent one end of the drum 25 is provided and has a suitable opening 29 therethrough for the introduction of the fuel and preheated air. An upwardly extending wall or baiile 30 is provided near the other end of the boiler drum 25 and is preferably terminated below the drum 25 so that hot gaseous material can pass around the upper end thereof. A downwardly extending wall or baflie 3| is also provided and a screen composed of spaced downcomer tubes 32 is provided in the space between the side walls, the baflle 30 and the baffle 3| for the purpose of preventing cinders or solid burning fuel from being carried beyond the wall 3| and onto the tubes of the superheater I!) or the air preheater 20.

The size of the boiler will, of course, be dependent upon the capacity desired for the locomotive and the fire box may, if desired, range from approximately 18 feet to approximately 28 feet in length. The boiler is preferably of a character such that it will be capable of generating high pressure steam of the order of 700 to 800 pounds pressure, and with adequate provision for superheating the steam.

The superheater I9 is preferably provided in advance of the wall or baffle 3| and in the space .between the side walls, the wall or baflle 3| and an upwardly extending wall or baffle 33. The superheater I9 is connected to the boiler drum 25 by means of a steam pipe 36. The superheater I9 is provided for increasing the quantity of heat carried by the steam, this heat being readily available in the combustion gases passing from the boiler I8. The superheater I9 has a steam main 31 connected to the outlet thereof for supplying the steam, as hereinafter pointed out.

A wall 38 is preferably provided in advance of the superheater I9 and in the space between the walls 33 and 38 and the side walls the economizer 20 is preferably located. The economizer 20 is provided for extracting further quantities of heat from the products of combustion passing from the fire box or combustion space. The economizer 20 is connected to the boiler drum 25 by the tubes 39 and feed water is supplied to the economizer 20 by the feed water sup ply pipe 40. The feed water supply pipe 40 has a' control valve 4| therein.

' The air preheater 2| is preferably disposed in advance of the economizer 20 and of the wall or bafile 3B for preheating the air supplied to the fire box or combustion space by extracting heat from the exhaust gases of combustion. The hot air outlet of the air heater 2| is preferably connected to the inlet 29 in the wall 28 by a duct 45 for supplying preheated air for combustion of the fuel.

An induced draft fan 46 is provided, preferably in advance of the air preheater 2|, and is connected to the gas outlet of. the preheater 2| for provid ng the proper pressure conditions within the fire box or combustion space of the boiler. The gases of combustion are preferably discharged by the induced draft fan 46 through the stack 41. The induced draft fan 45 may be driven in any desired manner, but is preferably actuated by an electric motor 48, the electrical energy being supplied thereto as hereinafter referred to.

The main frame In preferably also has mounted thereon on each side steam cylinders 50 of the customary type, together with the customary valve and valve mechanism for controlling the admission of steam to the cylinders 50.

The piston rods 52 are also connected by connecting rods 53 to the drivers I2 in any desired manner for actuation of the locomotive.

The main frame l0 preferably also has mounted thereon a turbo-generator unit which includes a high pressure steam turbine 55 directly connected to an electrical generator 56. The steam main 31 from the superheater I9 is connected to the inlet side of the high pressure steam turbine 55, a suitable control valve 51 being provided in the steam main 31 for controlling the admission of steam to the high pressure steam turbine 55.

The exhaust side of the steam turbine 55 is connected by a steam pipe 58 which extends forwardly to the control valve mechanism 5| for the steam cylinders 50 and the pressure of the steam from the turbine 55 is preferably of the order of 300 pounds, which pressure is now commonly used in steam locomotives. A control valve 59 is provided in the steam pipe 58.

A steam line 60 is also provided and is directly connected from the superheater I9 to the engine cylinders 50, an expansion valve and desuperheater 6| being provided for reducing the pressure and temperature of the steam supplied through the steam line 50 to the engine cylinders 50 to approximately that normally available at the exhaust of the steam turbine 55. The

' steam line 60 has a control valve 62 therein.

A control panel 65 upon which the various indicating and recording instruments are mounted is also preferably provided for easy access by the operator of the locomotive.

The tender I5 preferably has provided thereon a fuel storage compartment ID for the storage of coal, oil or any other preferred fuel. The fuel, if coal is used, may be supplied to the boiler by means of a stoker, but it is preferred, however, to use pulverized coal for fuel, since this permits of the use of lower grades of coal which are procurable at reduced prices.

The tender I5 preferably also has mounted thereon one or more coal pulverizers II which may be of any preferred type for the pulverizae tion of the coalfrom the storage compartments 10. The pulverizers II are driven by motors I2 to which electric energy is supplied from the generator 58. The coal in pulverized form may be delivered through a fuel supply pipe 13 to the boiler for combustion.

The tender I5 is also preferably provided with a water storage compartment I5 which is relatively small and ordinarily need only be sufficient for the limited make up required with the locomotive of the present invention.

The tender I5 also has mounted thereon an air cooled condenser 11 which may be of any desired type, but preferably includes a large number of relatively small finned tubes 18, extending between an upper distributing chamber 1-9 and a lower condensate collecting chamber 80.

A fan 8| is preferably also mounted on the tender I5 for directing air over the heat transfer surfaces of the condenser 11, and may be actuated by an electric motor 82 to which electric energy is supplied from the generator 56, as hereinafter pointed out. The air from the air condenser H is delivered therefrom through a cross duct 83 and discharged to the exterior of the locomotive.

The exhaust side of the cylinders 50 is connected bv a pipe 85 to the condenser TI and the pressure of the steam at the exhaust side of the cylinders 50 will ordinarily lie in the range from 15 pounds to 50 pounds, dependent upon the speed at which the locomotive is moving. A pipe 86 having a pump 81 and a control valve 88 therein is provided which extends from the condensate collecting chamber 88 to a tank .98,,preferably also mounted on the tender l5.

A pipe 89 having a control valve 89 therein is also provided from the exhaust side of the turbine 55 to the condenser 11.

The tank 98 may serve as a storage tank and may also be utilized, if desired, as a feed water heater for the preliminary heating of the water therein. The tank 98 is connected by the feed pipe 48, having a pump 9| therein, to the economizer 28 for supplying water thereto and thus to the steam generator.

The water storage tank 98 is also preferably connected by a pipe 92 to the tank 15, a pump 93 being provided for delivering make up water from the water storage tank to'the tank 98, as required. A control valve 94 is provided'in the pipe 92.

The generator 56 is utilized for supplying electric energy for operating the motors of the various auxiliaries, vas well as for other purposes. Power leads 95 extend from the generator 56 to the control panel 65 and at the control panel 65 the electric energy is distributed to the auxiliaries. For this purpose, a line 96 is run to the motor 48 for the induced draft fan 46; a'line 91 is run to the motor 82 for the condenser fan 8|; and a line 98' is run to the motors 12 for the pulverizersll.

A power. line I88 is also provided which extends rearwardly for interconnection with a distribution line on the train for supplying electrical energy for lighting of the cars, for heating and air conditioning of the cars, for cooking in dining and club cars, and for other auxiliary power needs of the cars in the train.

, The drivers I3 also have electric motors l8! connected thereto and power leads I82 extend from the control panel 65 to these motors. The tractive force available at the drivers [3 may be utilized for starting of the locomotive and may also be used while running in addition to the other tractive force available at the drivers i2. The mode of operation of the locomotive of the present invention will now be pointed out.

Coal supplied from the fuel. storage compartments 18 and pulverized by the pulve'rizers H is delivered through fuel supply pipes 18 and into the combustion space or fire box of the boiler l8. Preheated air is supplied through the duct 45 for introduction with the fuel. The heat released by the combustion generates steam in the tubes 26 lining the walls' of the combustion space and in the drum 25. The hot gases of combustion pass over the top of the wall or baflle 38 and into contact with the downcomer tubes 32 where. a

portion of the heat in the gases is given up. The downcomer tubes 82, by reason of their staggered arrangement serve to prevent cinders and uncon- 'sumed fuel from'being carried beyond this point.

'through'the duct 45 and are withdrawn at the upper part thereof by the induced draft fan. The gases are discharged from the stack 41.

The steam generated in the boiler I 8 is collected in the drum 25 thereof and is delivered by the pipe 36 to the superheater l9 and from the superheater l9 the steam at high pressure and temperature is available for use.

While the locomotive is stationary steam is supplied to the steam turbine 55 through the pipe 31, is expanded in the turbine 55 and discharged on the exhaust side, and is conducted directly to the condenser 11 through the pipe 89, so that electric energy is available for the auxiliaries and for the other power needs heretofore referred to.

Under normal running conditions, however, the steam will be supplied to the turbine 55 and thence through the pipe 58 to the cylinder 58. The steam delivered to the cylinders 58 is expanded in the manner now well known in the art. From the exhaust side of the steam cylinders 58 the steam is delivered by the pipe 85 to the condenser 11. The pressure of the steam at the exhaust of the cylinders 58 will be dependent upon the speed at which the locomotive is running, and may range from approximately 15 pounds to approximately 50 pounds pressure.

The steam main 31 from the superheater I9 also has the branch pipe 58 connected thereto and to the steam cylinders 58, the reducing valve and 'desuperheater 6| being provided for .reducing the temperature and pressure of the steam if for any reason it is desired to by-pass some or all of the steam around the turbine 55 and deliver the by-passed steam directly to the cylinders 58.

The steam delivered to the condenser 11 passes downwardly therein through the tubes 18 and is condensed.

.The condensate, which is available in the collecting chamber 88 of the condenser 11, is returned through the pipe 86 by means of the pump 81 to the tank 98 and from the tank 98 is delivered by the pump 9|, through the pipe 48, to the economizer 28. Any make up water it is with this in view that the steam turbine 55 and the generator 56 driven thereby are employed.

When allowance is made for the power requirements of the auxiliaries, including the power supplied by the line 96 to the induced draft fan motor 48, the power supplied by the line 91 to the air condenser motor 82, and the power supplied by the line 98 to the motors I2 for the pulverizers II, and the power required for driving the pumps and also the power supplied to the train through the power leads I88, large quantities of power are still available and these may be utilized for driving the motors I8l connected to the drivers l3.

By the combustion of fuel and the generation of steam, as herein proposed, together 'with the utilization of the energy available in the steam at high pressure and the utilization of the electric energy in the manner herein indicated, increased tractive power is available in the locomotive, while at the same time the fuel requirements are very sharply reduced. The circulation of the water in a closed circuit eliminates the necessity for carrying large quantities of water and the necessity for stopping the train or picking up water while running, is eliminated. Since cycle including a high pressure steam generator,

said steam generator including a superheater and a boiler, a turbine for receiving high pressure superheated steam from said steam generator, driving cylinders connected to and receiving the exhaust at a pressure not in excess of 300 pounds from said turbine, an air cooled condenser for directly receiving the exhaust steam from said cylinders at a pressure above atmospheric pressure and maintaining a back pressure of the order of 15 to 50 pounds at said cylinders, a bypass from theexhaust side ofsaid turbine directly connected to said condenser, and means for returning the condensate from said .condenser to said boiler.

2. In a locomotive, the combination of a high pressure steam generator, a high pressure tur bine actuated by steam from said steam generator and discharging steam at a pressure of the orderof 300 pounds, high pressure steam cylinders for receiving the steam at said pressure from said turbine and for exhausting at a back pressure in the range ofl5 to 50 pounds, an air cooled condenser directly connected to said cylinders and receiving the exhaust therefrom at a pressure above atmospheric for maintaining said back pressure in said cylinders, driving means for said locomotive actuated by said steam cylinders, an electric generator connected to said turbine, additional driving means for said locomotive electrically connected to said generator, means for supplying air for cooling said condenser, and means electrically connected to said generator for operating said supplying means.

JOHN PHILLIPS BADENHAUSEN.

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