|Publication number||US1752230 A|
|Publication date||Mar 25, 1930|
|Filing date||Feb 11, 1928|
|Priority date||Feb 11, 1928|
|Publication number||US 1752230 A, US 1752230A, US-A-1752230, US1752230 A, US1752230A|
|Inventors||Burkhardt Conrad C C|
|Original Assignee||Burkhardt Conrad C C|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (5), Classifications (5)|
|External Links: USPTO, USPTO Assignment, Espacenet|
COOLING SYSTEM-FOR INTERNAL COMBUSTION LOCOMOTIVVES FileaFeb. 11, A1928 2 sheets-sheety 1 l March 25, 1930. c. c. c. BURKHARDT 1,752,230
COOLING SYSTEM FOR INTERNAL COMBUSTION LOCOMOTIVES Filed Feb. 11, 1928 2 Sheets-Sheet 2 Patented Mari; 25, 1930- CONRAD C. C. BURKHARDT, OF PHILADELPHIA, PENNSYLVANIA COOLING SYSTEM FOR INTERNAL-COMBUSTION LOCOMOTIVES Application led February 11, 1928. Serial No. 253,737.
10 drained from the radiator into a reserve tank when the engine is standing, without draining the Water from the water jacket of the engine, the cylinders of which extend above the lower portions of the radiators.
A further object of my invention is to provide means for closing the inlet openings for the air, so as to prevent the ingress ot snow and rain.
A still further object of my invention is to 2o sodesign the locomotive that the space under the air circulating chamber will be entirely free and open from side to side and at the iront so that the operator will have a clear vision. f
In the accompanying drawings:
Fig. 1 isqa sectional view of an internal combustion locomotive of theDiesel type, illustrating my invention, the air compressor being omitted; and j Fig. 2 is a longitudinal lsectional view of one end of the locomotive on the line 2-2, Fig. 1.
Referring to the drawings, 1 is the base frame of a locomotive; 2 are the side walls; and 3 is the root made in any form desired. In the side walls are windows 4 and at the forward end are windows 5.
6 is a ceiling which separatesthe air circulating chamber 7 from the operators conipartment 8, and' all loverhead water circulating mechanism is located above this ceiling.
The Diesel internal combustion engine is shown in outline at 9. and surrounding the cylinders are water jackets 10. The cylinders and water jackets extend above the lower portions of the radiators 1l in which the water circulates. Each radiator consists ot vertical tubes 12, an upper header 13, and a lower header 14.
15 is a pipe communicatingl with the upper' from the pump` headers 13, and 16 is a pipe communicating with the lower headers 14. Connected to the pipe 16 is a tank 17, shown clearly in Fig. 2. This tank, at present, is located at one side of the locomotive, the bottom of the tank being below the water jackets of the. engine. The tank is of suicient size to receive the water that is drained fromfthe radiators `11. when the locomotive is stopped. Connected at the bottom of this tank is a pipe 18, which is the intake pipe of a pump 19 driven from the engine.
20 Vis the discharge neck of the pump connected to a pipe 21, which, in turn, is connected to the water jacket 10 of the internal combustion engine 9. In this pipe isa check valve 22, which is opened by the pressure of water when the pump is in motion and which closes when the pump is stopped, so as to prevent draining of the water from Athe water jacket of the internal combustion engine.
The pipe of the water acket of the engine by a short pipe 23, so that the circulation of water is through the check valve 22, into the water jacket 1() of the engine, from the Water jacket 1() through the pipe 23 to the pipe 15, through both radiators 1,1 to the return pipe 16 and tank 17, and from this tank through the pipe 18 to the pump 19.
When the locomotive is standing and the Pump stops and the water that' 1s in the two radiators and theconnecting pipes 15 and 16 Hows into the tank 17, but the water in the water jacket of the internal combustion engine remains in the jacket due to the fact that the check valve 22 is closed by the weight of water in the pipe 21,.which prevents the escape of water from the jacket through the pipe to the pump. Thus. in cold weather, the water in the radiators is immediately withdrawn when the engine is standing, but
the water in thc water jacket of the engine is retained. as it is more or less protected by being enclosed within the locomotive.
In the present instance the air is circulated b v means of a Jian 2l mounted on a vertical shaft 25 of a motor 26. The motor. which may be of any type desired, is located above 15 is connected to the upper end y is out of action, then the circulation the ceiling 6 and is supported in any suitable manner.
lThe fan 24 is located in an outlet flue 27 communicating with the air chamber 7, which -receives air through the openings 28 at the -shafts 33, are so located that on turning the shaft 33 by any suitable means, the arms can be turned and will raise the shutters 30 to closed lposition.
In t e resent instance there are two circulating ans at the end of the locomotive,
and there are two inlet openings at each side -of the locomotive frame, but 1t will be understood that a single fan may be used and that the s ace between the en ine and the endr of the ocomotive may be o any suitable length. It will be understood that this mechanism may be duplicated at the opposite end 1of the locomotive, if desired.
The locomotive is mounted on trucks 34 of any type, and on these trucks are the driving motors 35 whichare connected to generators located on the body of the locomotive, the generators being driven from the Diesel internal combustion engine shown in diagram.
36 is an air compressor, and the water space surrounding the cylinder of this air compressor may be connected, if desired to the circulating pipe 21 and the circulatin ipe 15, as shown by dotted lines in Fig. 2g I'l`he air compressor has been omitted in Fig. 1 so as to more clearly illustrate the connection of the pipes with t ye water space 10 of the in. ternal combustion engine 9.
l1. The combination in an internal combustion locomotive, of a base frame; a body mounted on the base frame and having Windows in each side and end; a ceiling extending over the operators com' artment; radievtofs located in they space a vove' the ceiling; air-inlets at the sides oi'said space; a .ian for drawing the air through the Space occupied by the 'radiators and discharging it at the roof of the ear; an electric in said Space for driving the ian; an internal combustion engine extending above the bottom ofthe radiators and having .e water jacket; a pump drivenby the engine; ipes leading from the pump to the water Jacket of the engine; a cheek -valve in seid pipe; e ,tenis et one' side of the engine; pipes leading from the water jacket of' the' engine to the upper portion ofthe radiators; pines leading .from the lower portion oi the radiators to the' tank; and. a pipe leading from the tivoli.Y to the einen, tlieparts beiiis so arranged that when the locomotive is stepped the weten will flow from the radiators into the tank and the check valvewill close, preventin from the water Jacket of t e engine.
2. The combination in an internal combustion locomotive havin an overhead air circulating space, of ra iators in said space; openings 1n the sides for the admission of air; a circulating fan; a motor for driving the fan and located in the air space; a sh'utter pivotally mounted at each side of the air space and arranged to close the side openings; a longitudinal operating shaft at each side; and arms on the shafts `arranged to raise the shutters when the shafts are turned.
CONRAD C. C. BURKHARDT.
gthe liow of water
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2719489 *||Oct 21, 1952||Oct 4, 1955||Budd Co||Roof and related structural arrangements of vehicles|
|US5566745 *||Jan 23, 1995||Oct 22, 1996||General Electric Company||Shuttered radiator system with control|
|US5669311 *||Feb 22, 1996||Sep 23, 1997||General Electric Company||Shuttered radiator system with control|
|US20110277973 *||Nov 17, 2011||Foley Jason J||Cooling Circuit With Parallel Radiators|
|EP0100039A2 *||Jul 16, 1983||Feb 8, 1984||DEERE & COMPANY||Cooling fan for an internal-combustion engine|
|U.S. Classification||105/62.2, 180/68.4|