US2502941A

US2502941A - Arrangement for heating trains driven by gas turbine locomotives

Info

Publication number: US2502941A
Application number: US603554A
Authority: US
Inventors: Giger Walter; Schroeder Ernst; Pfenninger Hans
Original assignee: BBC Brown Boveri France SA
Current assignee: BBC Brown Boveri AG Germany; BBC Brown Boveri France SA
Priority date: 1944-07-14
Filing date: 1945-07-06
Publication date: 1950-04-04
Anticipated expiration: 1967-04-04

Description

April 1950 w. GIGER ETAL 2,502,941

ARRANGEMENT FOR HEATING TRAINS DRIVEN BY GAS TURBINE LOCOMOTIVES Filed July 6, 1945 2 Sheets-Sheet 1 A ril 4 1950 w. GIGER EI'AL 2 502 941 p ARRANGEMENT FOR HEATING TRAINS DRIVEN BY GAS TURBINE LOCOMOTIVES Filed July 6, 1945 2 Sheets-Sheet 2 Patented Apr. 4, 1956 UNITED s'm'rss PATENT orncs $502,941 ARRANG FOB HEATING S DRIVEN BY GAS RBINE LOCOMOTIVES Walter Giger, Zurich, and Ernst Schroeder and no Ptenn r,

signers to Aktiengeseiischatt Switzerland, a

Cl Baden. D8 7 Application July 6. 1

In Switzer- 945, Serial No.

Switzerland, as- Brown, Bevel-i 8a joint-stock comland Jilly 14, 1944 (01. M1)

'1 Claims.

It is known to evaporate the cooling water of water-cooled gas turbines and to use the steam which is thus generated for heating and power of the invention will be to the accompanying the locomotive is not in operation.

In the figures, l indicates the combustion chamber, 2- the gas turbine, 3

connected to this iat- 9. Whilst the greater part of the sure gradient corresponds approximately to that of the boiler, the residual pressure of the exhaust gases then doing useful work in the turbine.

supplied by means of the electric feed-water pump "and pipe 20. When valves H, H are opened steam being taken from this pipe, steam can flow into the feed-water tank i8 where it can partly' condense or discharge through escape valve 23 to the atmosphere. The supply of feed water to even completely shut off.

With the arrangements shown in Figs. 2 and 3 no special heating boiler is provided.

In the case of Fig. 2 the steam or hot water generator in the form of tubes l2 arranged transversely to the gas stream are located in the gas flue between combustion chamber i and gas turbine 2, whilst in the case of Fig. 3 these tubes are wound roundthe combustion chamber. Regulation with a thermostat is very simple, a temperature drop being caused by the heat taken from the heating element which directly affects the regulation of the fuel in the combustion chamber, so that no special regulation for the heating is necessary.

If it is not desirable to have an auxiliary boiler in addition to the main boiler, but it is nevertheless desired that it should be possible to supply the heating plane (radiators) of a train for instance even when the gas turbine set is not running, then the arrangement shown in Fig. 4 can be used. Here the boiler l in addition to being heated with gas is also provided with an oil burning plant comprising an oil burner B, a combustion air blower 24, and fuel tank 38 with fuel pump 39 and adjustable supply pipe 40.

With both methods of operation, that is heating with hot gases or oil. feed water is supplied from tank It by the electrically operated pump l9 over the supply regulating valves 42 or 4!. Valve 4i together with gas valves ll, i4 is under the influence of adjusting mechanism i5, whilst valve 42 together with the regulating valve 43 in pipe 40 is actuated by adjusting mechanism 44. Control switch 45 enables the heating plant for oil or gas operation to be switched in as desired,

The conditions for as follows, if for instance it ing steam is to be roduced.

1. Operation with hot fresh gases from the combustion chamber: Control switch 45 is brought into position A where the underside of the piston of adjusting mechanism I5 is connected to pipe H. U combustion chamber 1 is in operation and feed-water pump it is running, steam will be gent rated in coil l2. When the steam has reached the desired pressure which can be adjusted by means of the spring above the piston of adjusting mechanism IS, the gas flow is throttled by valves ll, N or even entirely stopped. The supply of feed water is throttled in a similar manner by the feed water valve M which is also under the influence of adjusting mechanism l5. As soon as the steam pressure in pipe i'l drops valves II, II and H are opened again and steam production increased. During this method of operation a justing mechanism 44 is not under pressure and valves 42 and 43 are therefore closed.

2. Operation with oil-burning plant: Combustion chamber l is not in operation. In this case control switch 45 is brought into ppsition B whereby adjusting mechanism 44 with its spring- 'loaded piston and also adjusting mechanism 41 which opens valve 46 are connected to steam pipe l1, valve 45 serving to discharge the combustion gases to the atmosphere because the path to the turbine 2 is closed. Adjusting mechanism I5 is out of operation and valves ii, l4 and 4i are closed. 0n the other hand feed-water valve 42 and fuel valve 43 are open. Burner 8 is ignited in a known manner. The generation of steam is regulated by adjusting mechanism 44 in such a manner that when the steam pressure becomes excessive fuel valve 43 and feed-water valve 42 throttle the supply of oil and feed water respectively.

In all the arrangements which have been described the pressure is regulated automatically.

For the sake of simplicity all such known elements as safety and excess-pressure valves and is assumed that heatboth kinds of operation are the like, which are not directly concerned with the invention, have been omitted from the drawings.

We claim:

1. A heating system for a train driven by a locomotive of the combustion gas turbine type including a combustion-chamber, a compressor for supplying compressed air to said combustion chamber, a turbine driving said compressor, and a conduit connecting said combustion chamber to the inlet of said turbine to establish a stream of combustion gases therethrough; said heating system comprising a heat exchanger, a second conduit leading from said combustion chamber in parallel with said first conduit and opening into said heat exchanger, a pipe for exhausting from said heat exchanger the stream of combustion gases delivered thereto through said second conduit, means for passing a heat-carrying medium through said heat exchanger in heat exchange relation to the combustion gases flowing therethrough. and means including said pipe for introducing the combustion gases exhausted from said heat exchanger into the stream of combustion gases established by said first conduit, and means for merging said streams of combustion gases alter the stream in said second conduit has transferred heat to the heat-carrying medium.

2. A heating system as recited in claim 1, wherein said turbine is a multistage turbine having an auxiliary inlet to an intermediate stage thereof, and said last-mentioned means connects said exhaust pipe to the auxiliary inlet of said turbine.

3. A heating system as recited combination with means operative independently of said combustion chamber for establishing a flow of combustion gases through said second conduit, whereby said heat-carrying medium may be heated during periods when said combustion gas turbine is not operating.

4. A heating system for a train driven by a locomotive of the combustion gas turbine type including a combustion chamber, a compressor for supplying compressed air to said combustion chamber, a multistage turbine driving said compressor, said turbine having a main inlet and an auxiliary interstage inlet, and a conduit connecting said combustion chamber to said main inlet of the turbine; said heating system comprising a second conduit leading from said combustion chamber in parallel with said first conduit, passage means within said second conduit to be heated by combustion gases flowing therethrough, means for passing a heat-carrying medium through said passage means, a pipe connecting the outlet end of said second conduit to said auxiliary interstage inlet of said turbine, valve in claim 1, in

means adjustable to control the flow of combus tion gases through said second conduit, and control means responsive to a condition of the heatcarrying medium discharged from said passage means for adjusting said valve means.

5. A heating system for a train driven by a locomotive of the combustion gas turbine type including a combustion chamber, a compressor for supplying compressed air to said combustion chamber, a multistage turbine driving said compressor, said turbine having a main inlet and an auxiliary interstage inlet, and a conduit connecting said combustion chamber to said main inlet of the turbine; said heating system comprising a second conduit leading from said combustion chamber in parallel with said first conduit, passage means within said second conduit to be heated by combustion gases flowing therethrough. a water storage tank. a pump for supplying water from said tank to said passage means for vaporization therein, a pipe connecting the outlet of said second conduit to said auxiliary interstage inlet of said turbine, and control means responsive to the steam pressure at the outlet of said passage means for adjusting the rate of water supply to said passage means and the flow of combustion gases through said conduit.

6. A heating system as recited in claim 5, in combination with auxiliary means operable independently of said combustion chamber for heating said second conduit; said auxiliary means including a burner nozzle at the inlet end of said second conduit, means for supplying fuel and air to said burner nozzle, and a valve-controlled vent outlet for the escape of combustion gases from said second conduit during operation of said auxiliary means.

7. A heating system as recited in claim 5, in combination with auxiliary means operable independently of said combustion chamber for heating said second conduit; said auxiliary means including a burner nozzle at the inlet end of said second conduit, means for supplying fuel and air to said burner nozzle. 8. valve-controlled vent outlet for the escape of combustion gases from said second conduit during operation of said auxiliary means; a second control means responsive to said steam pressure for adjusting the rates at which fuel is supplied to said burner nozzle and water is supplied to said passage means, and means adjustable to energize said first con-- trol means during operation of said combustion chamber and alternatively to energize said second control means during operation of said auxiliary means.

WALTER GIGER.

ERNST SCHIROEDER.

HANS PFENNINGER.

REFERENCES CITED The following references are of record in the tile of this patent:

UNITED STATES PATENTS Number Name Date 2,162,967 Pateras-Pescara June 20, 1939 2,186,877 Noack Apr. 9, 1940 2,275,543 Meyer Mar. 10, 1942 REFERENCES CITED Number Country Date 714,861 France Sept. 14, 1931 459,365 Great Britain Jan. 4. 193'!