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Publication numberUS1638079 A
Publication typeGrant
Publication dateAug 9, 1927
Filing dateSep 4, 1925
Priority dateFeb 28, 1923
Publication numberUS 1638079 A, US 1638079A, US-A-1638079, US1638079 A, US1638079A
InventorsGiuseppe Belluzzo
Original AssigneeIt Ernesto Bredo Soc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Steam-turbine locomotive
US 1638079 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)

. I v 1, Aug. 9, 1927. I GBELLUZZO 6; 919

STEAM TURBINE LOCOMOTIVE- Original: Fild Feb. 28, 1925 s Sheets-Sheet 1 H B E ll.

G. BELLUZZO STEAM TURBINE LOCOMOTIVE 6 Sheets-Sheet 2 Au 192 I r g v G. BELLUZZO STEAMTURBINE LOCOMCTIVE Original Filed Feb. 28. 1923 s Sheets-Sheet 3 Aug. 9, 1927.

I G. BELLUZZO STEAM TQRBINE LOGQMCTIVE Original Filed Feb. 28. 1925 e Sheets-Sheet 4 Aug. 9, 1927. 1,638,079

, G. BELLUZZO STEAM TURBINE LOCOMOTIVE -'0riginal Filed Feb. 28. 23 6 Sheets-Sheet 5 Aug. 9,1927.

I G. BELLUZZO STEAM TURBINE LOCOMOTIVE v 6 Sheets$heet 6 I Original Filed Feb. 28, 1923 Fig.3.

Patented Aug. 9, 1927. p

nnirso stares PATENT ori ice.

erosnrrn BELLUZZO, or MILAN, rrnnx'nssrenoa r0 socIE'rA ITALIANA ERNESTO BREDO, or MILAN, ITALY. 1 y


Original application filed February 28, 1923,

this application filed. September 4, 1925.

The present invention. relates to a steam turbine locomotive and consists substantially in the provision of four turbines which are I mounted in pairs on each side of the locomotive outslde the side beams and drive through reduction gears placed under the boiler between the side beams and an intermediate axle located betweentwo groups means of this inventifonin connection with those described in the specifications of my copending applications Serial Numbers 621,933 and 54,567, it is possible to transform. existing .cylinder-piston locomotives into turbine locomotives at relatively low expense and completely utilize the tender, the boiler, the driving axles and the bogies, the modification being thus limited to the longitudinal beams of the frame and to replacing cranks and crankshafts.

The invention is shown in the accompanying drawings by way of example, wherein Figs. 1,- 2, 3, 4: are side elevations of various locomotives, representing respectively locomotives with three, four, and six axles coupled together and divided'into two equal -or unequal groups; in the latter case the smaller number of axles are always placed in the front-group.

Figs. 5 and 6 show longitudinal and cross sections of ahigh pressureturbine. I

Fig. 7 shows a longitudinal section of a low pressure turbine.

Figs. 8 and 9 are a side view and a cross section of part of a locomotive of the said type.

Fig. 10' is a plan view of the. part of the under the boiler C, between the two side intermediate axle the the locomotive into a-chamberG, in

- the lower Serial No. 621,933, and in Italy March 8, 1922. Divided and Serial No. 54,566.

members L andv between the two groupsof coupled driving axles.

The driving turbines are generally four in number, and are shown inFig. 10.

1 is a high pressure turbine; 2 is a low speed turbine which works in series with the turbine 1 when the speed of the locomotive is less than half its maximum; 3 and a are two low pressure turbines working in parallel, i. e. they receive equal portions ofthe steam which is discharged into them direct from the high pressure turbine when the speed of the locomotive is more than half of its maximum, or, n all other cases, from the turbine 2.

- As will be seen in Fig. .5, the higli pressure turbine 1 is of theimpulse type, and it consists of a wheel 5 having two or more rims of double-curved blades for direct and reverse motion, andof several normal, singlerimmed wheels. The turbine 2 is of identical construction and is arranged symmetrically with the turbine 1 in relation to theside 7 members.

:The steam (Fig. 5) comes from the superheated steam collector in the'smoke box of which there are normally six valves 7 and 8 (i). Through the {our central valves 7 the steam IS'SHPPllGCl to a group of distributing nozzles for the ahead motion, whilst the two external valves 8-conduct the steam through pipes 9 and 10 to a chamber 11 (Fig. 5) in half of the turbine and from thence to the distributing nozzles for the reverse 'motion.

' In both cases the exhaust steam is dis? charged into a chamber 13, from which it passes througha valve 14' to the next group of distributing nozzles for the ahead motion, whilst through a valve 15 it passes into a chamber in turbine 2 corresponding to the chamber 13 and from thence to the distributmg nozzles for the reverse motion of the first wheel of the turbine 2, which, as remarked above, is-identieal to the turbine 1. In the chamber 13 of the turbine 1' there is a flange 16'for the steam supply for the heating of the train. 7 1

After leaving the last wheel of the turbine 1 the steam can pass either direct to the low pressure turbinesii and at provided a valve 17 is open, or, when that valve is closed, to the turbine 2 and act upon the ahead motion wheels. From thence it will pass to the low pressure turbines 3 and 4.

The latter are built up (Fig. 7) with a motion is required, the steam passes from the chamber of the turbine 2 into a chamber 18, whereafter it expands through nozzles 19 and operates on the three rims of blades for the reverse motion. From thence it flows into a chamber 20 in order to pass to the condenser.

It results from above that each of the four turbines possessesa number of wheels for the ahead motion and several rims for the reverse motion, the latter rims being applied to the ahead motion rims.

The same power can therefore be obtained for the reverse motion as well as for the ahead motion, but in the former case the steam consumption will be larger. The piping shown diagrama-tically in Fig. 10 serves for connecting up the various turbines for the difierent motion and operates in. the following way:

For the ahead motion a pipe 22 connects up the turbine 1 with the turbine 2, whilst the connection between the turbine 2 and the low pressure turbines 3 and 4 is established through pipes 21 and 23. The said pipes 21 and 23 may, however form a direct connec tion between the turbine 1 and the low pres sure turbines 3 and 4. I

A pipe 24 connects up the turbine 1 and the turbine 2 for the reverse motion, whilst pipes 25 and 26 connect the latter turbine with the low pressure turbines 3 and 4 for the reverse motion. 7

lVhen the locomotive must start off on ahead motion the valves 7 are open, the valve 17 is closed and the steam fromthe turbine 1 passes through the turbine 2 before reaching the turbines 3 and 4. This condition will-remain (the number of opened valves 7 varying according to the amount of power required) till the locomotive has obtained half of its maximum speed. When this speed must not exceed this value the valve 17 is opened, so that the steam by-passes the turbine 2 flowing directly to the turbines 3 and 4, and the turbine 2 turns idle.

As will be clearly seen from the Figs. 8, 9 and 10, the four turbines are located out side the side beams of the locomotive frame L; the turbine l is on the drivers side; the

turbine 2 is placed symmetrically on the opposite side, while the turbines 3 and 4 are placed symmetrically one on each side in front of the turbine 2 and the turbine 1, respectively.

As shown in Figs. 14,' the casing containing the reduction gears I is placed under the boiler between the side members and rigidly connected in suitable manner with them. On the axle A (Figs. 9 and 10) are fixed" two worm wheels with inclined teeth which wheels are driven by pinions 28 fixed on shafts 29 laterally of worm wheels 30 having also inclined teeth. These worm wheels againare driven by pinions 31. The front shaft 29 is connected at each end to the low pressure turbines 3 and 4 whilst the rear shaft 29 is connected at one end to the turbine 2 and at the other end to the turbine 1.

The turbines are controlled by the driver by means of a hand wheel Z (Figs-2 and 4), which acts through a worm on a rod y'provided with cams which control all the valves for the ahead motion, when rotating in' one direction, and for the reverse motion when rotating in the opposite direction.

For the ahead motion the valves 7,14 and 17 are opened the opening of the latter two valves depending upon the speed of the locomotive. For the reverse motion the valves 8 are opened together with the valves 15 which connect turbine 1 to turbine 2" and turbine 2 to'turbines 3 and 4.

The steam passes from the turbines 3 and 4 through pipes X into the surface con denser-K located between the side members in front of the boiler and lower than the latter (Figs. 1, 3 and 4).

The lubricating system for the turbine bearings, the gear shafts and the gears themselves is made by two reciprocating pumps fixed outside the side beams and driven by eccentrics at the ends of the auxiliaryaxle A. The lubricant is filtered and cooled by means of the water coming from the tender to compensate for the losses by evaporation.

- In slow-speed low power tankengines, of

either normal or narrow-gauge the locomotive may have the appearance shown in Fig. 2. These locomotives are also provided with four turbines T, but as it is necessary for the locomotive to operate under the same conditions whatever be the direction of the motion, the two turbines located on one side of the frame L serve for the ahead motion whilst the other two serve for the reverse motion. 'The two pairs of turbines are in this case identical and consist respectively of high pressure turbine and a low'pressure one having low speed wheels. The power developed by the turbines is transmitted through double reduction gears to the auxiliary axle A, located as before between the two groups of coupled axles. I i

In high power locomotives having six or more axles divided into two groups (Fig. A), each one being supported by a frame, there are two auxiliary axles A, and the four turbines are of the type shown in Figs. 57 a pair of turbines being located on each frame, and each pair of turbines drives an axle A through double reduction gears.

The space between the front and rear frames is taken up by the pipes which connect the high pressure turbine and the low speed turbine on the rear frame to the low pressure turbines located on the front frame.

Having now particularly described and ascertained the nature of my invention and in what manner the same is to be performed, I declare that what I claim is:

l. A steam turbine locomotive including a boiler, side beams, an intermediate shaft,

groups of coupled drive wheel axles, a plurality of turbines, reduction gears arranged under the boiler and between the side beams, and adapted to drive said intermediate shaft, the latter being located between the groups of coupled wheelaxles, and means for transmitting movement from the intermediate shaft to the wheel axles.

2/ A steam turbine locomotive, as claimed in claim 1, characterized in that the turbines are located. in pairs outside the side members,

the rear turbine of each pair acting as a high pressure turbine, one of the latter turbines acting also as a low speed turbine, the front turbine of each pair being a low pressure turbine, the steam from the low speed high pressure turbine being distributed to the two low pressure turbines.


U.S. Classification105/38
International ClassificationF01K15/00, F01K15/02
Cooperative ClassificationF01K15/025
European ClassificationF01K15/02B