US1861690A - Application of diesel engines to the drive of locomotives - Google Patents

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June 7, 1932. FQNTY 1,861,690 APPLICATION OF DIESEL ENGINES TO THE DRIVE 0F nocomownihs Filed May 5, 1950 LJ-J Patented June 7, 1932 UNITED STATES HENRI FONTY, or rears, FRANCE APPLICATION OF DIESEL ENGINES TO THE DRIVE 0F LOCOMOTIVES Ap lication filed May 5, 1930, Serial No. 450,003, and in France March 29,

, cylinders being located obliquely with respect to the plane of the engine axles and attached to the longitudinal girders of the engine frame, one of the oppositely moving pistons operating directly on a cranked axle U of the locomotive and the other on a crankshaft jointed to a connecting rod, which drives a loose axle coupled to the driving axles of the locomotive.

Since it is of importance in the case of I, traction by means of a directly acting Diesel engine to be able to control the volume of the compression chamber of the engine, so as to endeavour to obtain running at constant power within as wide limits as possible of the speed of the engine, the driving gear of the cranked axle of the locomotive is provided with means for varying at will the volume of the compression chamber. This means consists in Varying the useful length of the driving gear.

Concurrently an independent blowing turbine or an alternate scavenging pump, with variable output and pressure, supplies the Diesel engine with a quantity of air in proportion to the volume of the compression chamber and to the number of revolutions of the engine.

In order to be sure of the starting of a directly operated locomotive designed in accordance with the aforesaid ideas, recourse is had to an auxiliary, steam, electricity or compressed air. The arrangement lends itself readily to all combinations.

In the case of steam or compressed air the two ends of the working cylinders can be more particularly used as steam or compressed air cylinders.

In any case the exhaust gases can be used either in a heat-recovery boiler, or in an exhaust gas turbine driving either directly or indirectly certain auxiliaries on the engine.

The accompanying drawing shows by way of example, the arrangements according to the invention applied to a locomotive, the starting of which as well as the supply of the auxiliary machines on the. locomotive, are

provided for by an auxiliary Diesel electric set. i

1 shows diagrammaticallythe lay-out o'fthe engine; in which 1 is the main engine.

Fig. 2 shows diagrammatically the arrangement for varying the volume of thecompression chamber.

Fig. 3 is a sectional view of Fig. 1.

This may consist of one or several cylinders arranged in the manner of the inside cylinders of steam locomotives, the cylinders'be ing bolted to the longitudinal girders a of the locomotive frame. The left-hand pistons are coupled to one of the driving axles 'of the locomotive; the right-hand pistons to a on the line 31 -3 crank-shaft, which is itself coupled by con necting rods and cranks to a loose axle 2, coupled in the usual way to the other driving axles of the locomotive. 3 is the auxiliary set comprising a Diesel engine and a dynamo-- electric machine serving both for starting up the locomotive and for supplying the difler ence of power for the main engine, when the locomotive has to use all the power carried by it, as well as for supplying the Various aux iliaries such as the blowing turbine of the main Diesel engine, the several oil and water pumps, the compressor and other mechanisms.

The first two functions of the said auxiliary set 3 are effected by means of traction motors such as shown at 4, fixed on the avail able axles of the locomotive.

bers of the main Diesel engine are not shown 7 .85 The third function is effected by auxiliary in Fig. 1, but are shown diagrammatically in Fig. 2. a

This Fig. 2 shows at L the right-hand Working cylinder of the locomotive of Fig. 1, at A, the axis of the right-hand crank-shaft and at A, B, C, G the driving mechanism. A B is the crank, 13 G the connecting rod,

' D E the cross-head sliding in its guides, C

F G the piston-rod in two parts, viz. C F and F G pivoted together at F and provided with a side connecting-rod F H, which pivots about the point H in the plane of the figure. The axle H of the connecting-rod F H is carried upon the longitudinal girders of the locomotive frame.

It is apparent, that assuming the possibility of making the position of H alter on the line K K, the useful IengthC Gr of the piston-rod will be affected, and thus the volume of the compression chamber of the engine will be made to alter at will within suflicient limits. i

The means employed to alter the position of the axle H whilst running may be of any kind,it preferably comprises an endless.

screw gearing with a drum, in which the axle H is carried and keyed with the desired amount of eccentricity. For operating said means thereis employed preferably a servomotor under the control of the central member of the train-pipe of the engine, which will operate simultaneously upon the volume of the compression chamber, the output of the fuel pumps and the output of the scavenging blower.

I claim:

1. The application of Diesel engines with pistons working in opposite directions, to the direct drive of the axles oflocomotives, the engine cylinders being located obliquely with respect to the plane of the engine axles and attached to the longitudinal girders of the engine frame, one of the, oppositely moving pistons operating directly on a cranked axle of the locomotive, and the other ona cranksha'ft jointed to a connecting-rod, which drives a loose axle coupled to the driving axles of the locomotive;

2. The combination with an engine cylin der, of opposed pistons movable therein and providing a compresslon chamber therebetwe-en, cross-heads slidably g jacent the ends of thecylinder, rods for the I V pistons connecting with a driving mechanism,

the rods connecting the cross-heads and pistons, and means for adjusting the rods to vary the stroke of the pistons to vary the volume of the compression chamber.

In testimony whereof he has signed this specification.

HENRI FONTY.

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