Aug. 6, 1935. H, TRIEBNIGG 2,010,469 PROCESS AND MEANS FOR STARTING AND ACCELERATING DIESEL LOCOMOTIVES WITH DIRECT DRIVE ON THE AXLES Filed Feb. 16, 1932 5 Sheets-Sheet l 0 ——>10 20 30 #0 50 \ 60 70 80 kmper/wur "55 a/ Jnventar: Aug. 6, 1935. H‘ TRlEBNlGG 2,010,469 PROCESS AND MEANS FOR STARTING AND ACCELERATING DIESEL LOCOMOTIVES WITH DIRECT DRIVE ON THE AXLES Filed Feb. 16, 1.932 5 Sheets-Sheet 2 Fig.5 at /5 --l0 --5 I * 0 180° _ 50° 0° O 1759". 6 ' 1 0 kg ,0?!’ square ____> 7 - kgper I 7 / \ / ~ . \\_____a 7_____ Jnven for . Aug. 6, 1935. H. TRIEBNIGG 2,010,469 PROCESS AND MEANS FOR STARTING AND ACCELERATING DIESEL LOCOMOTIVES WITH DIRECT DRIVE ON THE AXLES Filed Feb. 16, 1932 5 Sheets-Sheet 5 1419 per syuare cm ----> 7' ' I5 10 K’9 10 efs7 uare 25cm J12 ven Zor: Aug. -6, 1935. H. TRIEBNIGG 2,010,469 PROCESS AND MEANS FOR STARTING AND ACCELERATING DIESEL LOCOMOTIVES WITH DIRECT DRIVE ON THE AXLES Filed Feb. 16, 1932 5 sheets-sheet 4 E‘O ‘I 1:“ g ~Q 7?‘é, / 3I? f ‘ gc $1’a, H9“.' 12 i 5P Q "3 Q) _ 6 Q’ “i8 u 5 ‘5 [u 'U ' .l a‘b “eb 1729'. 11'v ? a. R s, .k m ,3 a I00 1/0 80 l .30 60 _. 20 1/0 ---- "r . ' -. \'\ i]- II 10 20 li/ \\ \ \.__ 0 i i l/' | _ l :1 ‘ Aug. 6, 1935, I ' H. TRIEBNIGG ‘ ' 2,010,469 PROCESS AND MEANS FOR STARTING“ AND AGCELERATING DIESEL LOCOMOTIVES-WITH DIRECT DRIVE ON THE AXLES‘ ' Filed Feb. 16. 1932 5 Sheets-Sheet 5 Fig/3 . 5.9 (haven ior: Patented Aug. 6, ’ , * “12AM xi' * UNITED! ' ‘v 2,010,459, , ' _ ’ 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 locomotive, 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 gears 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 tractive force 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 wheels 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 (axle) 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 friction, 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.