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' _ ’ rnoorss'a , ltlllANS FOR STARTING ‘v " ACCELERATING DIESEL'- LOCOMOTIVES WITH DIRECT DRIVE‘ON THE AXLES ‘ Heinrichto Humboldt-Deutzmotoren .Triebnigg, Cologne, Germany,‘ ‘A. G., Cologne as'signor . Deutz, Germany Application February 16, 1932, Serial No. 593,378‘ '- In Germany February 17, 1931 . 11 Claims.‘ 1(01. 1235-26) This invention relates to locomotives driven by in conjunction with the accompanying drawings internal combustion engines, preferably Diesel wherein: . ' engines, and a method and device for starting and . Fig. l is a diagram showing the-relation be tween tractive effort'and speed of ‘a , accelerating such locomotives. ' U The invention makes possible the starting of Fig. 2 is an indicator diagram of a typical 5 Diesel engine, _ ' ' . the driving engine from its state‘ of rest without Fig. 3 is a diagramof the tangential forces ex the use of transmission and without disen gaging the driving connection to the axles. Ac erted upon a shaft by a double-acting two-cycle cording to the invention, combustions of fuel and engine of two cylinders, . . . compressed air are executed beginning with the ' Fig. 4_is a diagram of the tangential forces ex 10 10 erted upon a shaft by a double-acting two-cycle ~ very ?rst revolution, that is, the usual manner of starting the engine by introducing solely com engine of three cylinders, _ pressed air into the working cylinder is here Fig. 5 is an indicator diagram of a Diesel engine, abandoned. The advantage gained hereby is that operated in accordance with the instant inven—, the amount of compressed air carried with the tion, 15 engine need be only very small, since the pressure \ Figs. 6 and 7 are diagrams of_ the tangential is raised in the engine cylinder by the combus forces exerted upon a. shaft by double-acting two tion of fuel. Thus it is even possible to supply cycle engines of two and three cylinders, respec- the compressed air by a relatively small auxiliary tively, in accordance with the instant invention, Figs. 8, 9 and 10 show diagrams corresponding‘ 20. ‘ compressor. The compressed air and fuel wit-h- I out air are brought into the combustion chamber to Figs. 5, 6 and 7, respectively of a modified con each through a separate valve for the major part trol of the internal combustion engines, . Fig. 11 shows curves of the regulation of a of the working stroke of the piston. Ignition is Diesel engine according to the instant invention effected by a glowing body, for example an elec for different speeds attained'by the locomotive, trically heated element. In the operation of the engine during starting Fig. 12 represents the indicator diagrams of the engine at the corresponding speeds of the locomo according to the invention, a low combustion pres sure is used, as compared with‘ the ordinary Diesel tive indicated‘on the axis of abscissas in Fig. 11, engine operation in which self ignition or com and pression ignition, in consequence of the high de Fig. 13 is an elevation partly in section of the 30 30 regulating means for the engine. gree of compression takes place. The low com Fig. 1 shows the in dependence on bustion pressure may be secured, for example, by blowing out or releasing part of the air drawn in the travelling speed of the locomotive. The maxi by the piston during the suction stroke, or by mum tractive force Z as shown e. g. for speeds from 0 to 10 kms. per hour is limited by the fric- - , throttling the intake manifold. 'The pressure in this operation may even be reduced to atmos tional resistance between rails and driving pheric pressure in the case that a small tractive and by the weight resting on these wheels. A force is required. On the other hand, the com greater force will cause sliding of the driving pressed air and fuel are charged into the cylinder wheels. At 10 km. per hour the maximum effect of the driving engine is reached. Since the en beginning about the inner dead center over a 40 comparatively large part of the working stroke, gine cylinders and pistons should not be over as e. g. 50%. By these two measures, i. e. lower strained by heat, this maximum effect cannot be ing the combustion pressure and extending the exceeded, or in other words the tractive force for time of charging the combustion chamber during increasing speeds must be decreased in inverse the working stroke, an indicator diagram is ob relation to the speed. 45 tained which is similar to that of a steamfengine. Fig. 2 is a known indicator diagram of a Dieselr engine. The ignition pressure or the pressure at By reason-of this indicator diagram‘, the engine which ignition takes place of about 35 atmospheres ' may act .on the axles of a locomotive simply by depends generally on the compression ratio for means of connecting rods and cranks as is usual self-ignition of the fuel. 50 in steamlocomotives. No other gears are re The tangential forces exerted by the connect quired. 7' , ing rods on the crank shaft () are illustrated The different’ diagrams required for starting in Figures 3 and 4 for a. double acting two-cycle and accelerating a locomotive according to the engine of two and three cylinders respectively, prior art and as obtained by'the process accord ing to this invention will be described hereinafter over half a revolution 1. e. 180° of the crank pin. ' 2 2,010,469 The forces are measured in kg. per one square cm. of the piston area. The lines Tel to Tcl in Figure device as e. g. an electrically heated wire spiral 3 and lines To! to Tc6 in Figure 4 represent the of a heat resisting material as Nichrotherm or a ceramic substance as carborundum or silicon. tangential forces due to the combustions in the The heating element must possess a high caloric individual cylinder chambers, and T represents capacity which renders it indifferent to the cool the resulting entire tangential force in each case. ing eifect of fuel or compresedair thrown against Evidently the force T is much more uniform for the three cylinder engine than for the two-cylinder it. Finally the valve for diminishing the com pression in the engine is new, as compared with ' engine. But this uniformity is not sufficient for 10 acceleration of the train. The greatest value of the normal type. The engine will be described later in full details in relation to Figure 13. 10 this force T will exceed the maximum tractive The mode of operation and means according force Z as limited by the rail , i. e. the to this invention in_the transition from starting wheels will slide on the rails if the lowest value the engine .with combustion of fuel and com suffices for moving the train. Inversely the lowest pressed air to the normal Diesel process with 15 value of the tractive force T will be insu?lcientif the highest value lies below the maximum allow compression ignition will now be described. Al 15 able force Z determined by rail friction. ready during acceleration of the engine a gradual The Figures 5 to 7 show an indicator starting transition may take place to the normal working diagram of the working process according to the process as e. g. the so-called Diesel-process, in which self-ignition of the fuel occurs due to the 20 invention and the corresponding diagrams of the high compression temperature. During the ac tangential forces of a two cylinder and a three, 20 cylinder engine. The ignition pressure or the celeration, the charge of compressed air is grad pressure at which‘ ignition takes place is about 15 I ually decreased to zero by reduction of the charg atmospheres against 35 atmospheres in the nor ing time relative to the working stroke. Simul taneously the time of fuel injection is reduced 25 mal diagram of Fig. 2. Further the admission which is generally proportional to the charge 25 of’ compressed air and of fuel are extended to of fuel and which is much higher during starting about one half of the stroke. The above ignition than. in normal working of the engine. The nor pressure remains nearly constant over this time. mal combustion pressure is also restored during The loss of energy in the exhaust gases at about 30 thesame time. In accordance to the increase of 7 atmospheres is endurable on account of the compression, the pressure of the charging air short time of acceleration. Comparing the tan eventually must be raised to overcome the in gential force of Figures 6 and 4 it is evident that creasing pressure in the cylinder. with the new process even a two cylinder engine has a more uniform tangential force than a three According to the invention, two different fuel 35 valves or sets of valves and also two fuel pumps cylinder engine using the old indicator diagram. are applied, one of which operates during starting, The tangential force of a three cylinder engine and the other one during normal running of with the new process according to Figure 7 is the engine. As shown in Fig. 13, the former dis even more uniform. charges fuel into the chamber with a large dis It is not necessary that the ignition pressure persion of low force in the vicinity of a glowing 40 or the pressure at which ignition takes place re ignition element and the latter in a spray of main the same up to the closing of the fuel valve lesser dispersion of higher force. Each pump 40 and of the compressed air valve. In the indicator delivers fuel to one of the two different fuel valves diagram of Figure 8 this pressure drops from 18 in the cylinder head. One of these valves is to about 14 atmospheres before expansion begins. dimensioned especially for starting requirements The corresponding tangential forces of Figures 9 1. e. so that the fuel is dispersed at low force and 10 for a two-cylinder and a three cylinder very ?nely without impinging on the cylinder engine are even more uniform than in the pre walls. This valve is loaded e. g. to about 50 to vious case. 150 atmospheres. The nozzle holes accordingly It must be considered that the invention lies are dimensioned small or another kind of re in the combination of using both a low combus sistance is set up in the valve. The foggy spray tion pressure and a great part of the working of. fuel will ignite surely upon touching the glow stroke during which the cylinder is charged. ing ignition body. The pump pressure for this Using only a long charging time without lower nozzle is comparatively low, as on account of the ing the combustion pressure would result in too proximity of the valve to the ignition body, the high exhaust pressures and temperatures of the fuel particles need not traverse the whole com cylinder. A low compression and ignition pres bustion chamber. It would even be disadvan sure with the usual time of combustion of about tageous if the fuel would reach the relatively cool 10 to 20 per cent of the piston stroke would give cylinder wall without igniting. The second fuel a suillclent uniformity of the tangential force, valve must be dimensioned for the purpose of in but the mean pressure would be too low for the jection in the normal Diesel process. The valve desired acceleration of the train. Of course the is loaded e. g. to about 300 atmospheres by a charging and combustion time need not always spring, against the tension of which the valve extend exactly over half the working stroke, it opens. The operating mechanism of the com may be more or less depending largely on the pressed air valve and of the fuel pumps are reg number of. cylinders, which for a locomotive usu ulated together, so that for the ?rst starting, ally is two or three. The in?uence of this number only compressed air and the ?rst fuel pump give on the uniformity of the turning moment has the greatest charge. With growing speed, and in been duly demonstrated. dependency thereof, both air and the ?rst fuel The means for executing the described mode pump are cut oif gradually, and simultaneously 70 of operation such as the fuel valves for airless the second pump begins to act through the other injection, the compressed air valve and the inlet fuel valve. For a certain time during accelera and exhaust parts or valves, respectively, are of tion, the delivery of both pumps may overlap. A the usual kind. The driving means of the valves more detailed manner of regulation is diagram have to be dimensioned accordingly. Always matically illustrated in Fig. 11. The abscissas necessary for the starting process is an ignition represent the traveling speed of the locomotive 76 2,010,469 3 in kilometers per hour. The vertical distances the pressure valvej‘l while the piston 3 of the (ordinates) from the base line to the curve a are engine is about its inner dead center, and finishes the degrees of angle of the crank circle in the its delivering stroke at a later period in direct working stroke counted from the inner dead proportion to the height of the lift.’ The spring center, during which compressed air is admitted 34 effects the suction from the suction‘ channel 35 to the cylinder. At 50 km. per hour the air is through the valve 35. The pump l5 acts on the cut off altogether. The curve b, representing the same principle. The plunger 89 is actuated by angular duration of fuel injection through the the cam 20 in the delivering stroke and by the first (starting) fuel valve, is very similar. At spring 38 in the suction stroke. The suction chan 10 10 40 kms. per hour, the fuel delivery of this valve nel is designated 40, the suction valve, 44, and the is nearly interrupted. For higher velocities al pressure valve, 42. The cam 28 is formed so as ways a very small amount is discharged to avoid to pump only about the inner dead centre of the choking of the nozzles. The injection pressure c engine piston. By shifting the cam, mainly the of compressed air rises from nearly 15 atmos amount of fuel is varied, but only slightly is the 15 15 pheres at the beginning of operation to ‘about 40 time of injection changed. The cam 2i opens atmospheres at 50 kms. per hour for the reason the compressed air valve 8 against the tension that the increasing combustion pressure in the of the spring 43 by means of the push rod 44 and cylinder must be overcome. The second fuel the bell crank lever 45. This cam is of similar pump begins to work e. g. at 20 kms. per hour, cross section to the cam l8, i. e. by engaging with 20 20 as shown by the line d, and attains an angle the push rod 44, it opens the valve always about of injection of about 50 degrees in the crank cir the inner dead centre and changes the time or cle at almost 40 kms. per hour, where the actual duration of communication of the combustion Diesel-process begins, and from thereon the de chamber with the source of compressed air. The livery drops continuously with respect to the de compressed air is admitted to the valve 8 from 25 crease of the tractive force as stipulated by the the vessel 45 through pipe 41, rotary valve 48 and demand of a constant output of the engine which pipe 49. This valve 48 serves to throttle the air was demonstrated in connection with the diagram pressure for the inital operation and to render of the tractional force Fig. 1. free the full pressure during acceleration of the In the Fig. 12 the different indicator diagrams engine, in the manner as shown in the diagram 30 taken during starting and acceleration of a two of Fig. 11 by the curve 0. The rotary valve is cycle port-regulated engine are shown above the adjusted by the hand lever 52. The valve '9 is corresponding travelling speeds of the locomo held open by the spring 50. The combustion space tive in‘ Fig. 11. At the start, the cylinder is then communicates with the atmosphere by way charged with compressed air and fuel over about of the hole 5i. If the piston 3 moves upward 35 60 per cent of the working stroke. The com slowly during the compression stroke", as in the pression by the piston is omitted altogether. very ?rst movement during starting, the current The combustion pressure is accordingly low. In of the outgoing air will not close the valve 9. the diagram at 10 kms. per hour a little com But as the engine gains speed, the force of the pression takes place, the combustion pressure rises air blown out through the valve 9 will close the and the time of charging is diminished to nearly valve against the tension of spring 50, and as the '40 half the stroke. The third diagram taken at 26 piston always starts its upward movement from kms. per hour isv further changed in the same the lower dear center with the velocity equal to direction and also the in?uence of the second zero, the closing of the valve occurs earlier in the fuel pump is seen by the pressure rise in the first piston stroke as the speed of the engine is higher. part ofv the working stroke. The fourth is an or Thus the full compression is automatically rein dinary Diesel-diagram showing yet a certain su stated in dependency of the engine speed. Of percharge by compressed air.‘ » ' course instead of the automatic valve, another The regulating mechanism and part of the cam on the shaft could actuate the relief valve. engine adapted to execute the process described is In the lower part of Fig. 13 are shown two ‘ illustrated in Fig. 13 of the drawings, in which 2 wheels 53 and 54 meshing together. .They are is the working cylinder, and 3 the piston in its fulcrumed at 55 and 56.’ Fixed to'the 54 is upper dead center position. Through the cylin the hand lever 51 and the pin 58. The latter is der head 4 reach an electrically heated ignition connected to the pin 60 of the bell crank lever element 5, the fuel valve 5 for starting, the fuel 28 by‘the rod 5|. The wheel 53 carries a two valve 1 for the ordinary Diesel-process, the com armed lever 59, 51 ?xed thereon. The pin 62 of 55 pressed-air starting valve 8 and the compression the upper arm 51 is connected to the pin 63 of . relief valve 8. The needle ill of valve 5 is pressed bell crank lever 21 by rod 64, and the pin 65 of the on its seat II by spring l2, and it terminates lower arm 58 is connected to the pin 68 of the in a spiral-grooved point I3 which secures a large bell crank lever 26 by rod 55. There are indi dispersion of the fuel. The valve opens in the cated in dot-and-dash lines three positions of known manner by fuel pressure transmitted by the levers 51, 59 and 51, the corresponding posi the fuel pump I4 through the pipe line l5. The tions each marked by the same numerals 0,50 and valve 1 is charged by the fuel pump l6 through the I00. These numerals signify approximately the pipe IT. The spring l8 on the needle ‘I is stronger travelling speeds of the locomotive. If the lever than spring l2 of valve 5. Both fuel pumps and 51, beginning at zero while starting is lowered 65 also ‘the compressed air valve 8 are operated by slowly in harmony with the actual speed, and sloped cams I9, 20, 2| slidably mounted on the the speed as indicated on the dial 69, both fuel common shaft 18 which is driven by gears 22 and pumps l4, l6 and the'compressed air valve 8 are 28 from the main crank shaft not shown. The actuated in a similar manner as required by the diagrams of Fig. 11. The regulating mechanism 70 shaft 18 is supported in bearings 24 and 25. There are three bell crank levers 28, 21 and 28 is shown in the position for 50 km. per hour fulcrumed at 28, 30 and 3| in the bracket 32.' The travelling speed. The push rod 44 is just out of stroke of the plunger 33 of the fuel pump is varied engagement with the cam 2|. The fuel pump with the lift of the cam IS. The cam is formed i4 delivers very little to prohibit choking of the valve 8, and the cam 20 actuates the pump it for 76 so that the plunger always starts to pump through 4 nearly the highest amount of ‘delivery; Lowering: stroke": and continuously ignitingthe resulting the lever 51 will only shorten the duration of the mixture. of fuel and air by an igniting device; delivery of fuel by the pump IS on account of the‘ thereby maintaining in the combustion chamber increased speed of operation of cam 1"at higher a' steady pressure between that required to .start speeds of, the engine. Naturally the regulating the engine and an upper limit corresponding to mechanism may also be set to.any_ other position. than to a conformity of the'actual-speed and the tangential force which would skid the vehicle wheels. . _ ' . . ‘ . . that marked on the dial 69, which only indicates '8'. The method of startingand accelerating .8. a ‘favorable regulation for starting aniaccelerat-_ directly coupled oil injection vehicle engine .which 10 ing under normal conditions. E. g. while operates. in normal running with a compression 10 up a slope after. having gained full speed before," pressure sui?ciently‘ high‘ for compression, igni the lever 51 will be set back to compressed air tion; .which_ comprises admitting compressed air ' fuel combustions to enhance the tractive force of the engine. - into the combustion chamber during a consider 15 I claim: able portion of the work stroke at a pressure below the normal compression pressure of the 15 1. The method of starting and accelerating a engine, injecting fuel into the combustion cham directly coupled oil injection vehicle engine her in a spray of low force and great dispersion which operates in normal running with a com during a considerable portion of the work stroke, pression pressure sufficiently high for compres and continuously igniting the resulting mixture sion ignition; which comprises admitting com of fuel and air by an igniting device. pressed air into the combustion chamber during 9. The method of starting and accelerating a a considerable portion of the work stroke at a directly coupled oil injection vehicle engine which pressure below the normal compression pressure operates in normal running with a compression of the engine, injecting fuel into the combustion pressure su?iciently high for compression igni chamber during a considerable portion of the tion; which comprises reducing the compression 25 work stroke, and continuously igniting the result below that normal for the engine on the stroke ing mixture of fuel and air by an igniting de vice. preceding the work stroke, admitting compressed air into the combustion chamber during a con 2. A process as described in claim 1, wherein siderable portion of the work stroke at a pres 30 the introduction of air and fuel into the cylinder sure below the normal compression pressure of 30 continues through at least 45° of the work stroke. the engine, injecting fuel into the combustion 3. A process as described in claim 1, wherein chamber during a considerable portion of the " the introduction of air and fuel into the cylinder work stroke, and continuously igniting the re ' continues through at least 90° of the work stroke. sulting mixture of fuel and air by an igniting 4. A process as described in claim 1, wherein device. as the ‘engine speed increases the quantity of 10. The method of starting and accelerating a compressed air admitted during each work stroke directly coupled oil injection vehicle engine which is reduced, and the period of fuel injection is re duced. operates in normal running with a compression pressure sufficiently high for compression igni 5. A process as described in claim 1, wherein tion; which comprises reducing the compression 40 as the engine speed increases the period of intro pressure to nearly atmospheric pressure, ad duction of compressed air and fuel is reduced. mitting compressed air into the combustion cham 6. A process as described in claim 1, wherein as the engine speed increases the pressure of the ber during a considerable portion of the work compressed air is increased while the quantity stroke at a pressure below the normal compres thereof introduced during each work stroke is re sion pressure of the engine, injecting fuel into 45 duced, and the period of fuel injection is re the combustion chamber during a considerable duced. _ portion of the work stroke, and continuously '7. The method of starting and accelerating a igniting the resulting mixture of fuel and air directly coupled oil injection vehicle engine which by an igniting device. operates in normal running with a compression 11. A process as described in claim 9, wherein 50 pressure su?iciently high for compression igni as the engine speed increases the compression tion; which comprises admitting compressed air is gradually increased toward that normal for into the combustion chamber during a consider the engine, the pressure of the compressed air 55 able portion of the work stroke at a pressure is correspondingly increased while the quantity below the normal compression pressure of the thereof introduced during each work stroke is reduced, and the period of fuel injection is engine, injecting fuel into the combustion cham reduced. ber during a considerable portion of the work HEINRICH TRIEBNIGG