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Publication numberUS2034585 A
Publication typeGrant
Publication dateMar 17, 1936
Filing dateOct 10, 1932
Priority dateOct 10, 1932
Publication numberUS 2034585 A, US 2034585A, US-A-2034585, US2034585 A, US2034585A
InventorsAlphonse I Lipetz
Original AssigneeAlphonse I Lipetz
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Locomotive
US 2034585 A
Images(7)
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Description  (OCR text may contain errors)

A. I. LIPETZ LOCOMOTIVE Filed Oct March 17, 1936.

. 10, 1952 '7 Sheets-Sheet 2 March 17, 1936.

A. l. LIPET Z LOCOMOTIVE Filed 0012. 10, 1932 7 Sheets-Sheet 4 l l l llllr l l-ll INVENTOR v fi/pfionse Ll pgfz ORNEY March 17, 1936. A. l. LIPETZ LOCOMOTIVE Filed Oct. 10, 1952 7 Sheets-Sheet 5 INVENTOR I fl/phonse Llpefz BY MRNEY '7 Sheets-Sheet 6 A. l. LIPETZ LOCOMOTIVE Filed Oct. 10, l932 March 17, 1936.

ORNEY Patented Mar. 17, 1936 UNHE STATE ATE OFFICE 13 Claims.

This invention relates to locomotives and particularly to a combined air driven and internal combustion engine driven locomotive, and is a continuation in part of my application, Serial Number 343,858, filed March 2, 1929.

An object of this invention is to provide an. improved locomotive embodying an internal combustion engine for directly driving the locomotive and additional air motor means for driving the locomotive.

A further object is to provide a locomotive of the character aforedescribed, which embodies a compressor for compressing air for the air motor means and a storage tank for the compressed air, with means whereby exhaust products of combustion from the internal combustion engine may be utilized for heating the compressed air.

A further object is to provide a locomotive of the character aforedescribed wherein the exhaust air from the air motor means may be utilized for scavenging and charging the cylinders of the internal combustion engine.

A further object is to provide an internal combustion engine adapted for driving a locomotive, and embodying a cylinder and crank shaft arrangement insuring substantially perfect balancing.

A further object is to provide a locomotive of the character aforedescribed wherein compressed air from the storage tank for the air motor means may be utilized for starting the internal combustion engine.

A further object is to provide a locomotive comprising an internal combustion engine operably connected with the locomotive drive wheels and embodying an improved bed structure forming a part of the locomotive frame.

A further object is to provide an internal combustion engine for driving a locomotive, embodying an improved bed structure composed of a minimum number of parts.

A further object is to provide an internal combustion engine embodying an improved crank shaft bearing and an improved crank case.

A further object is to provide an internal combustion engine embodying improved cylinder biocks and improved cylinder castings.

Other objects of the invention and the advantages achieved by the several objects will be apparent from the following description.

The invention is illustrated in the accompanying drawings wherein Figure 1 is a diagrammatic side elevation of a locomotive with the present invention applied thereto; Fig. 2 is a plan View of the structure shown in Fig. 1, a part being broken away; Fig. 3 is an enlarged side elevation of a part of the locomotive with the main internal combustion engine structure applied thereto; Fig. 4 is an enlarged plan view of the main internal combustion engine with one of its .'5 air heaters attached thereto, a part of the heater being broken away; Fig. 5 is an enlarged fragmentary plan view of the locomotive frame showing the part embodying the bed of the main internal combustion engine; Fig. 6 is a section on the line VI-VI of Fig. 7; Fig. '7 at the right is an elevation of the structure shown in Fig. 5 and at the left is a section on the line VII-VII of Fig. 5, .the cylinder blocks being shown attached to the bed; Fig. 8 is a section on the line VIII-VIII of Fig. 7, a part being broken away; Figs. 9 to 14 are enlarged detailed views of certain parts of one of the crank shaft bearing structures of the main engine, Fig. 9 being a fragmentary side View of one of the crank shaft bearings and its adjacent parts, Fig. 10 a section on the line X-X of Fig. 9, Fig. 11 a section on the line XI-XI of Fig. 9, Fig. 12 a section on the line XIIXII of Fig. 9, Fig. 13 a bottom plan view of the crank shaft bearing and supporting yoke shown in Fig. 9, and Fig. 14 an end view of the lower part of the crank shaft bearing and supporting yoke; Figs. 15 to 18 are enlarged views of one of the cylinder blocks and its cylinder casting of the internal combustion engine, Fig. 15 being a section on the line XVXV of Fig. 4, a part of the block being broken away and the air heater being removed, Fig. 16, at the upper portion, a fragmentary plan view of the cylinder block and cylinder casting, and at the lower portion, a section on the line XVIXVI of Fig. 15, Fig. 17 a section on the line XVII--XVII of Fig. 16, and Fig. 18, at the left, a section on the line XVIIIa-XVIIIa, and at the right, a section on the line XVIIIXVIII of Fig. 15; and Figs. 19 to 22 are diagrams illustrating the counterbalance arrangement of the main engine, Fig. 19 indicating certain positions of the reciprocating weights and forces of inertia of a pair of cylinders, Fig. 20 indicating certain positions of the reciprocating weights and revolving weights looking from one side of the engine, Fig. 21 indicating certain positions of the reciprocating weights and revolving weights looking from the other side of the engine and Fig. 22 indicating certain portions of the reciprocating weights and. revolving weights as viewed in plan.

The general assembly Referring in detail to the drawings, and first,

particularly to Figs. 1 and 2, the locomotive of the present invention comprises a plurality of pairs of drive wheels 2, 3, 4 and 5. The main driving power of the locomotive is provided by an internal combustion engine of the Diesel type, indicated generally by the numeral 6 and disposed at the rearward part of the locomotive. The engine 6 is adapted to drive a crank shaft 1, as will hereinafter be more fully described. The crank shaft-I extends transversely of the locomotive and cranks 8 are secured at its opposite ends. Each of the cranks 8 is connected by a main drive rod 9 to the intermediate drive wheel 4 on its respective side of the locomotive. The drive wheels 2, 3, 4, and on each side of the locomotive are connected by means of connecting rods ID in the usual manner.

At the forward end of the locomotive, air motor means are provided, comprising power cylinders indicated generally by the numeral II, one on each of the opposite sides of the locomotive. Each of the power cylinders is provided in the usual manner with a piston (not shown) and with a distribution valve chest and valve therefor indicated generally by the numeral I2. The

piston of each power cylinder is connected by a piston rod I3, crosshead I4, and drive rod I5 to the intermediate drive wheel 3 on its respective side of the locomotive. The distribution valves are provided with a valve gear indicated generally by the numeral I6, a power reverse gear indicated generally by the numeral I1, and a hand control lever I8 therefor, located in the cab of the locomotive, all of an ordinary design such as is well known in usual locomotive practice. The valve gear indicated is of the Walschaert design, and the power reverse gear indicated is of the well-known Alco design.

The pistons of the power cylinders I I are driven by compressed air. An air compressor indicated generally by the numeral I9 is supported on the locomotive frame near the forward end thereof for supplying air under pressure for the power cylinders. The compressor I9 is driven by an auxiliary Diesel engine indicated generally by the numeral 2|], which is mounted on the engine frame at the rear of the compressor. The compressor and auxiliary engine are of any wellknown suitable design, the details thereof not comprising a part of the present invention.

The compressor I9 is connected by a pipe 2| and a section 3011 of a pipe 30 with a storage tank and heater indicated generally by the numeral 22, which is mounted on the engine frame forward of the compressor, the compressor supplying air under pressure to the storage tank and heater 22. Air under pressure is supplied to each distribution valve chest I2 from the tank and heater 22 through suitable pipes 23, which connect the tank and heater with the valve chests. A throttle valve (not shown) is interposed at 24 in each of the pipes 23 for controlling the passage of air therethrough, the throttle valves being of any well known design and connected with suitable control mechanism (not shown). Exhaust ports (not shown) are provided for each distribution valve chest I2 in the usual manner and the ports are connected by means of pipes 25 and 25a with the atmosphere, a control valve indicated at 26 being provided in each of the pipes 25a for controlling the passage of air therethrough.

The exhaust ports of the distribution valve chests are also connected by means of a pipe 21, which leads from the pipes 25 at the rear of the valve chests, with air containers 28 which are associated with the main engine 6 at the rear of the locomotive, as more fully hereinafter described. It will be apparent that exhaust air from the power cylinders II may be delivered through the distribution valves and their exhaust ports both to be atmosphere through the pipe 25a and to the air containers 28 through the pipe 21. However, by regulating the exhaust control valves 26, the pressure of the air in the air containers 28 may thus be regulated.

A pair of air heaters 29 is provided for the main engine 3 and the heaters are adapted to heat air therein by the heat exchange of the air with the main engine exhaust products as more fully hereinafter described. A pipe 3| connects the storage tank and heater 22 with the heaters 29 and a section 30b of the pipe 39 connects the heaters 29 with the pipe 2| of the compressor.

The products of combustion from the auxiliary internal combustion engine 23 are delivered to the tank and heater 22 by means of a pipe 32 which connects the exhaust ports (not shown) of the engine 20 with the lower part of the tank and heater 22. Heat exchange apparatus (not shown) of a suitable well known design is provided within the tank and heater 22 and the products of combustion are passed therethrough in heat exchange relation with the air in the tank and heater and thence passed out to the atmosphere through'stack 22a. It will thus be apparent that the air compressed by the compressor I9 may be supplied to the heaters 29 and that the air of the tank and heater 22 is heated by means of both the auxiliary engine exhaust products and the main engine exhaust products. More particularly the air will leave the compressor I9 through the pipe 2| and will be forced forwardly through the section 300, directly to the storage tank and heater 22 and also the air will be forced rearwardly to the heaters 29 through the section 301). The air from the section 301) will then pass through the heaters 29 and thence forwardly through the pipe 3| to the storage tank and heater 22. Thus, as air is delivered to the power cylinders I I through the pipes 23 and valves chests I2, the tank and heater 22 will be supplied with more air through the pipe 3| and the section 3011, the air delivered to the cylinders through the pipes 23 being thus heated by the products of combustion of both the main and auxiliary combustion engines.

Main engine bed The supporting bed for the main engine 6 is formed as an integral part of the main'locomotive frame which is indicated generally by the numeral 33. The main frame comprises a pair of oppositely disposed side members 34 (see Figs. 3 and 5 to 8) which are connected by transverse members 35 and are provided with pedestals 36 for the drive wheel axle journal boxes in the erally'by the numeral 45, for the main engine.

The bed comprises vertical transverse end walls 46 and diagonal partially vertical partialv side walls 41 at the opposite sides of the locomotive which connect the ends of the walls 46 with respective adjacent ends of longitudinally extending parallel partial side walls 48. The walls 46 are spaced inwardly relative to the flanges 38 and their upper edges terminate a substantial distance below said flanges and are connected therewith by transverse diagonal walls 49. The upper portion of each of the walls 4? slants outwardly (away from the center of the bed) and connects with the adjacent edge of its respective adjacent wall 49. The flanges 36 extend from the upper edge of the walls 41 and 46. The walls 46 are connected by a central longitudinal vertical web which is parallel to the walls 48. The upper edge of the web 56 at its opposite sides slants upwardly from the respective adjacent walls 46, from points below the lower edges of the walls 49, at substantially right angles to the respective adjacent walls 46.

The crank: shaft bearings The walls 48 and the Web 50 are each provided with an opening or cut away portion 5| at its lower part for the reception of a crank shaft bearing. The upper part of each opening 5| is semi-circular as indicated at 5 la. and vertical side walls extend downwardly from the ends of the semi-circular part as indicated at 5| b, the vertical walls being longitudinally ofiset from the ends of the semi-circular part. The edges around the openings 5! are flanged. It will be apparent that this arrangement provides for three similarly formed crank shaft bearings, of which, for the purpose of brevity, only one will be described. Each crank shaft bearing (see Figs. 9 to 14) comprises an upper portion 52, which is of semicircular shape. The outer surface of the portion 52 corresponds to the semi-circular part 5m and is provided with flanges 53 which engage the flanged edges around the semi-circular part 5la. The bearing also comprises a lower portion 5 3 shaped similarly to the portion 52. The inner surfaces of the two portions 52 and 54 present a complete circular bearing for the engine crank shaft. A supporting yoke 55 having a central portion curved similarly to the curvature of the outside of the bearing portion 54, engages the lower or outside surface of the bearing portion 54. The inner portions of the ends 56 of the yoke are shaped to fit between the flanges 5? formed on the bearing lower portion 54. Outwardly extending flanges 58 are provided on the ends 56, the flanges 58 engaging the flanged edges of the vertical walls indicated at 5|b. Bolt holes 60 are formed in the walls 48 and web 56 above and at the opposite ends of the respective openings 5!, and corresponding holes 6i are formed in the opposite ends of the respective yokes 55. Bolts 62 are passed through the holes 60 and 6| with nuts 63 provided at their opposite ends, the yoke and bearing portions being thus securely held in position. Openings 64 are formed in the walls 48 and web 56 at the upper ends of the holes 66 to provide ample space for the upper nuts 63.

At the bottom of the walls 61 adjacent the respective vertical walls indicated at 5lb, downwardly extending lugs 65 are formed, and outwardly extending flanges 66 are formed at the bottoms of the walls 4'5 adjacent the outer ends of the lugs 65. A brace member 67 is provided beneath the bearing of each wall 48. The brace member extends at its opposite ends beneath the lugs 65 and flanges 66. Upwardly extending projections 68 are provided at the ends of the brace member, and upwardly extending projections 69 are providedon the brace member, one spaced inwardly from each end thereof. The projections 69 engage the inner ends of the respective lugs 65 and the upper faces of the projections 66 rest against the lower faces of the flanges 66. Bolt holes 16 are provided in the ends of the brace member, the holes extending through the projections 58, and coresponding bolt holes ll are formed in the flanges 66. Bolts 72 are passed through the holes 16 and H and are provided with nuts 13 at their lower ends securing the brace member to the walls 41. Studs '84 are passed through the brace member 6? into the lugs 65, nuts l5 being provided at their lower ends, the brace member being thus further secured to the walls ll. A key 680. tapered on one of its sides, is driven between lug 65 and projection 68 at each end of the brace member. Transverse strengthening members '56 extend between the walls 48 and web 56, and a raised seat 7? is provided at the meeting of the members l6 with the vertical web 56. Bolt holes 18 are provided in the seat 7? for securing the cylinder blocks 4| to the bed.

The flanges 66 are formed so as to provide for an o-flset of the main engine cylinder blocks and cylinder castings hereinafter more particu larly described. Forwardly of the transverse center line of the engine bed the flange 39 at the right side of the locomotive extends laterally outward from the upper edges of its respective walls 41 and 48, and the flange at the left side of the locomotive extends laterally inward from the upper edges of its respective walls 67 and '38. Rearwardly of the transverse center line of the bed the flange 39 at the right side of the locomotive extends laterally inward from the upper edges of its respective walls 6'! and 48, and the flange 39 at the left side of the locomotive extends laterally outward from the upper edges of its respective walls 4'! and 48. The flange 36 at the right side of the locomotive is projected outwardly forward of and adjacent to the transverse center line of the bed, as indicated at 16, providing a space in which is formed a walled pocket 36a. At the left side of the locomotive rearward of and adjacent to the transverse center line of the bed is formed a pocket 39a and projected flange portion 39 similar to those just described on the right side of the locomotive.

Main engine cylinder blocks and castings The main engine 6 comprises four cylinders, 86, BI, 82, and 63, arranged in oppositely disposed groups of two, cylinders 86 and 8! on one side and cylinders 82 and 83 on the other side of the crank shaft 7. The cylinders of one group are angularly positioned relative to the cylinders of the other, diverging upwardly and outwardly longitudinally from their lower portions. The two cylinders of each group are formed as a casting 65 and each casting is supported on an integrally formed block 41, the separate cylinder castings and blocks, however, respectively being of identical construction. For the purpose of brevity of description, only one cylinder casting and one block will be described in detail.

Each block ll is formed, as aforesaid, as an integral casting, and comprises a substantially oblong box-shaped structure, having a slanting end wall 84, which is provided with the inwardly extending flange 44, hereinbeiore described as bolted thereto.

having the bolt holes 43 and being disposed over a transverse flange 38 of the engine bed and The block also comprises side walls having inwardly extending, lower flanges 86 which are supported on the respective longitudinal flanges 39 and are secured thereto by bolts (not shown) passed through corresponding holes formed in the flanges 39 and 86. An

end wall 81 is disposed opposite and parallel to the wall 84, the side walls connecting the end walls. Openings 88 are formed in the wall 81 for a purpose hereinafter to be described, and are provided with covers, as clearly shown in Fig. 3. The lower portion of the wall 81 extends below the lower ends of the walls 84 and 85, and a vertical transverse wall 89 is connected at its lower edge to the lower edge of the wall 81 by means of a member which is shaped to engage and bear upon the seat 11, corresponding holes being formed in the member 90 to the holes 18, and bolts (not shown) being passed through the corresponding holes in the seat and member securing the block to the bed. The wall 89 extends transversely across the bed even with the transverse center line thereof and a connecting vertical strengthening web 9I is provided between the central portions of the wall 81 and the wall 89. The lower end of the wall 81 and member 90 of each block M at the side thereof adjacent the respective outwardly extending flange 39 extends into the respective adjacent pocket 39a, as clearly shown in Fig. '7. And the inwardly extending opposite flange may be suitably shaped or cut away, if found necessary, to accommodate the lower ends of the wall 81 and the member 90 at the side of the block adjacent thereto.

As hereinbefore stated, the flanges 39 are comprised of offset portions, and when the blocks 4| are assembled, they are similarly offset one from the other, their flanges 44 and 86 being disposed over the flanges 38 and 39 respectively, and the vertical transverse walls 89 of the respective blocks are disposed against each other. Corresponding bolt holes 92 are formed in the respective walls 89, and bolts (not shown) are passed through the holes 92 securing the walls together. A top wall 93 is provided for each block and a pair of spaced openings 94 is formed in each wall 93 for a purpose hereinafter described.

As aforedescribed, the two cylinders of each group are formed as an integral casting indicated generally by the numeral 95. Each casting comprises a lower substantially oblong box-shaped portion 95a, corresponding to its respective block 4|, and having end walls 95, side walls 91, and a central wall 98, parallel with the side walls 91. At the lower ends of the walls 95, 91, and 98, inwardly extending flanges 99 are formed, and similar flanges I00 are formed on the walls spaced above the flanges 99. The flanges 99 bear against the wall 93 of the block M and studs I0l are passed through the flanges into the wall 93 which is thickened opposite the flanges 99. Nuts I02 are provided at the free ends of the studs, and the cylinder casting is thus secured to the block. The upper portion I03 of the cylinder casting is shaped to provide housings I04I04 for two cylinder liners I05. The housings are of cylindrical formation and are connected by a pair of spaced walls I06 providing a passageway connecting the housings having enclosing end walls. The walls 96 and 91 are joined with the walls of the upper portion I03, and openings 96a. are formed in the walls 96 to permit access to lower cylinder heads hereinafter described. Each of the housings I04 is provided with end and central inwardly extending annular projections I01 which present annular supporting surfaces I08 for its liner I05, spaces for a water jacket being thereby provided around the liner between the projections I01, the spaces of the two housings being connected by the aforedescribed passageway between the walls I 06.

On one side of each cylinder liner, a pair of inlet air slots I09 is formed and on the opposite side a pair of exhaust air slots H0 is similarly formed. Each cylinder housing is shaped at its central portion opposite the slots I09 and H0, which portion embodies one of 'the projections I01 to provide port housings III and H2 and an inlet port H3 and an exhaust port I I4 are formed in the housings opposite to the slots I 09 and H0 respectively, the ports H3 and H4 each having two branches II3a and H40; respectively, leading through the respective projection I01 to the two slots I09 and the two slots IIO.

Each cylinder liner I05 is formed of two separate sections, a lower section H5 and an upper section IIB, the upper end of the section II5 being cut away at its outer periphery as indicated at I I1 and the lower end of the section I I6 being cut away at its inner periphery as indicated at H8, with the adjacent ends of the two sections fitted together in the usual manner. The liner is made in sections simply for the purpose of convenience in assembly. The lower end of the section H5 is provided with a projection II9 around its outer periphery, and the inner wall of the housing is provided with a corresponding annuar indentation I20 into which the projection I I9 fits. The upper end of the section I I6 and the adjacent part of the housing wall at this end are constructed similarly to the corresponding portions of the lower ends of the housing and liner section II5.

A lower cylinder head indicated generally by the numeral I2I is provided for each cylinder. The head I2I is formed as an integral casting of hollow dome shape. The head comprises an inner end wall I22 which covers the end of the cylinder liner and is provided with an annular flat edge I23 which overlaps the adjacent ends of the cylinder liner and housing. An annular groove I24 is formed in the outer end of the liner section H5, and an annular projection I25 is formed on the edge I23 which projection fits Within the groove I24. The head also comprises an outer end wall I26 shaped somewhat similarly to the wall I22, spaced therefrom, and connected thereto, by a circumferential side wall I21. Studs I28 are passed through annular edges of the wallsI26 and I22 into the adjacent end of the cylinder housing which is thickened at this location for the reception of the studs. Nuts I29 are provided on the outer ends of the studs and the head is thus secured to the cylinder housing and liner. Central openings I30 and I3I are formed in the walls I26 and I22 respectively and an annular wall I32 connects the walls I20 and I22 around the edges of the openings, and is integrally formed with the walls, thus providing a passageway for a pisthe outer end of the liner section H6, and is provided with an annular flat edge I35 which overlaps the adjacent ends of the liner section I I6 and the housing I64. The outer end of the liner section I I6 is provided with an annular groove I36 and an annular projection I3! is formed on the bottom of the edge I35, the projection fitting into the groove. The head I33 comprises a coneshaped outer end wall I36 spaced from the wall I34 and provided With an annular fiat outer edge I 39, disposed opposite the edge i 35 and connected thereto by an integrally formed side wall I43. Studs I 4| are passed through the edges I39 and I35, into the adjacent end of the housing I64, which is thickened at this location for the reception of the studs. Nuts I42 are provided on the outer ends of the studs, and the head I33 is thus secured to the cylinder housing and liner.

Central openings I43 and I44 are formed in the walls I34 and I33 respectively and an annular integrally formed wall I 45 connects the walls I34 and I38 around the edges of the central openings providing a port I46 for the injection of fuel at this end of the cylinder.

In the lower cylinder head I2I two fuel inlet ports I47 are provided. The ports I41 are disposed at opposite sides of the passageway formed by the wall I32. An inlet air port I48 and an exhaust air port I48a are also formed in the head I2 I, the ports E48 and 4311 being disposed on opposite sides of the head and adjacent to the respective ports I47. In the upper cylinder head I33 an inlet air port I49 and an exhaust air port I49a are formed similarly to the fuel injection port I46, the ports I49 and 59a being disposed on opposite sides of the port I 46. As has been described, only one fuel inlet port is provided in the upper cylinder head while two fuel inlet ports are provided in the lower cylinder head. This arrangement is occasioned by the fact that a piston rod as aforementioned passes through the central passageway in the lower cylinder head, so that fuel cannot be fed through the center thereof. To insure a proper introduction of the fuel at the lower end therefore, the two oppositely disposed inlet ports are provided. Each of the ports is provided with a suitable valve.

scavenging and charging air containers As hereinbefore mentioned, the main engine 6 is provided with a pair of scavenging and charging air containers 28, one container being provided for each of the oppositely disposed pairs of cylinders 89-8! and 32-83. Each container 28 comprises a horizontal cylindrical vessel disposed adjacent its respective cylinders. A passageway I56 connects each container 28 with the port housings l I I of the air ports I I3 in the respective adjacent cylinder housings, which as aforedescribed, are in communication through their branches I I30. with the inlet slots l 69 of the respective cylinder liners.

Main engine air heaters Each of the air heaters 29 comprises a cylindrical body portion I5I which extends longitudinally of the locomotive between the pairs of cylinders. The heaters are in line with each other and are connected at their inner ends. A duct I 52 is provided at the outer end of each body portion I5I. The duct is of vertically converging and laterally diverging shape and is connected to the housings I I2 of the exhaust ports I I4 of the cylinder housings adjacent thereto. The duct I52 thus provides a passageway from the cylinders to the heater, the ports II4 being connected through the branches I I la. to the exhaust slots'I II] in the cylinder liners as aforedescribed. Each air heater 29 is provided with suitable headers in its opposite ends and tubes I53, are connected to the headers. The outer end header is in communication with the duct I52 and the other header is in communication with an exhaust passageway I54 which leads to the atmosphere. The air Within the body portion I5! circulates around the tubes, and the main engine products of combustion pass through the tubes, the air being thus heated.

Each heater 29 is provided with an outlet port 23a which is for connection to a pipe of a control mechanism, the subject-matter pertaining to which mechanism has been divided out from the present application and therefore is not disclosed herein. Compressed air from the heaters 29 is used for the air inlet valves of the cylinders.

Piston and crank; shaft structure Each of the cylinders of the main engine 6 is provided with a double-acting piston I56 which is adapted to reciprocate within its liner I65. A piston rod I5! is connected to the lower end of the piston and extends downwardly through the central passageway formed by the wall I32 of the lower cylinder head, and into the cylinder block lI through the adjacent opening 94 therein. A gland I53 is disposed around the piston rod at the lower end of the passageway formed by the annular wall I32, a space I59 being provided between the wall I32 and the piston rod for packing (not shown).

Adjacent the lower end of each piston rod, a crosshead guide I66 is secured by suitable means (not shown) to the wall 81 of the respective block 4!, across one of the respective openings 88 in said wall, and a crosshead indicated generally by the numeral I6I is secured to the end of each piston rod and slidably engages the respective adjacent crosshead guide I60. The crosshead guides and crossheads are of any suitable wellknown design. The lower end of each piston rod is connected by means of its respective crosshead with the upper end of a connecting rod, the respective connecting rods being indicated by the designations I62a, I62b, I620, and I62d. The lower end of each connecting rod operably engages a driving crank on the main crank shaft 1. Only two driving cranks I63 and I64 are employed on the crank shaft and each crank is connected with two of the connecting rods, one being the rod of a cylinder of the forward end of the engine and the other being the rod of the oppositely disposed cylinder of the rear end of the engine. More particularly the connecting rods IBM and I62b are connected to the crank I63 and the connecting rods I620 and I62d ar connected to the crank I64. The two cylinders which make up a pair having their rods connected to the same crank are at an angle of 90 degrees to each other. The two driving cranks I63 and I64 are arranged at an angle of I35 degrees to each other which arrangement results in an advantageous torque. By virtue of the aforedescribed ofiset arrangement of the cylinder groups, the four cylinders of the engine are so located that the respective four connecting rods will be in series, transversely of the locomotive, engaging the crank shaft without interference one with the other. As aforedescribed, the crank shaft 1 is provided with a crank 8 on each of its opposite ends at the sides of the locomotive, each of which cranks is connected by a drive rod 9 to a drive Wheel 4.

IOI

Main engine balancing arrangement It has been found that the reciprocating weights of a pair of cylinders connected to one crank, in a V type engine with the cylinders disposed at right angles, in one plane perpendicular to thecrank shaft, can be balanced by a revolving weight equal to one of the two reciprocating weights, if the revolving weight is placed in the plane of the two cylinders opposite the crank.

In Fig. 19, the reciprocating weight of one cylinder isindicated at WI and the equal reciprocating Weight of an oppositely disposed cylinder is indicated at W2. The cylinders are to be understood as disposed at a right angle in one plane, perpendicular to the crank shaft axis indicated at X. The primary forces of inertia wI and w2 of the two reciprocating weights WI and W2 combine into a force indicated at 1123 equal to a centrifugal force of a revolving mass of equal weight to WI or W2.

In Fig. 22 the crank shaft and connecting rods of the engine of the present invention, which engine comprises two pairs of cylinders, are indicated. The balance of the reciprocating parts of such a multi-cylinder V type engine, may be accomplished by disposing revolving counterbalances one for each pair of cylinders in the crank shaft opposite to its crank, as indicated at PI and P2. As aforesaid described the connecting rods I62a and I621) are connected to the crank I63 and the connecting rods I62c and 5211 are connected to the other crank I64. Furthermore, in accordance with known rules, each of the revolving counterbalances PI and P2 can be replaced by two counterbalances in chosen planes,

. for instance, in the planes of the two driving crank pins, indicated at Y, Y. The counterbalance PI is replaced by the counterbalances Pla and Plb, and the counterbalance P2 is replaced by the counterbalances P20. and P217. However, in accordance with the same rule, the balances Plot and P21) may be combined into a single balance Zl; and similarly, the balances PH) and PM may be combined into a single balance Z2 (see Figs.20 and 21).

In a locomotive of a design such as that embodying the present invention, available space is extremely limited making it inconvenient, if not impossible, to attach heavy counterbalances to the crank shaft, either opposite the cranks or at its sides. In the structure of the present invention as aforedescribed, the crank shaft 1 of the main engine, is connected by the crank pins 8 and the drive rods 9 to the drive wheels 4 of the locomotive. The various respective reciprocating and revolving weights of the engine and the angles between the crank pins are chosen so that the revolving weights of the drive rods, and their respective crank pins, take the place of the counterbalances Zl and Z2 on opposite sides of the locomotive. In other words, weight of the drive rods and their crank pins acts as the necessary counterbalance weight, thus eliminating the neoessity of attaching any other counterbalances to the crank shaft, either opposite the cranks or at its sides. As shown in Figs. 20 and 21, the counterbalances ZI and Z2 at the opposite ends of the crank shaft (ZI and Z2 also constituting the points of connection of the respective crank pins 8) are disposed at an angle a: to the extensions of their respective crankradii. The angle rI between the cranks I63 and I64 is obtuse and this is chosen so that angle :12 (between the counterbalances ZI and Z2) may be degrees.

For this'purpose it is only 'neces'sary'that the tangent of one-half of the angle :rI be equal to the ratio 5:70. (7' being the transverse distance between the two crank pin planes yy and It being the transverse distance between the planes of cranks I63 and I64, as shown in Fig. 22)

The cylinder and crank shaft arrangement of the present invention thus provides for the balancing of the reciprocating parts of the main engine by the utilizing of the weight of the drive rods and the crank pins connecting the drive rods to the main engine crank shaft.

It will be apparent tothose skilled in the art that many and various changes and modifications in form, structure, and arrangement of the parts, may be made without departing from the spirit of the present invention, and it is to be understood that all such changes and modifications as fall within the scope of the appended claims, are contemplated as a part of the present invention.

What is claimed and desired to be secured by Letters Patent is:

1. A locomotive comprising a drive wheel on each side thereof; a reciprocating engine embodying two pairs of cylinders, the cylinders of each pair being arranged at an angle to each other, pistons for said cylinders, a crank shaft having two axially spaced piston cranks, means connecting the pistons of one pair of cylinders to one of said cranks, and means connecting the pistons of the other pair of cylinders to the other of said cranks, said cranks being disposed at an angle of degrees to each other; and means connecting said crank shaft with said drive wheels for driving said locomotive, including drive crank pins at the opposite ends of said shaft arranged at an angle to each other, said cylinder, piston crank and crank pin angles being arranged and said piston cranks being axially disposed so that revolving weight of the last said connecting means will counterbalance the reciprocating weights of said pistons and their said connecting means.

2. A locomotive comprising a drive wheel on each side thereof; a reciprocating engine embodying two pairs of cylinders, the cylinders of each pair being arranged at an angle to each other, pistons for said cylinders, a crank shaft having two axially spaced piston cranks, means connecting the pistons of one pair of cylinders to one of said cranks, and means connecting the pistons of the other pair of cylinders to the other of said cranks, said cranks being disposed at an angle to each other; and means connecting said crank shaft with said drive wheels for driving said locomotive, including drive rods and drive crank pins at the opposite ends of said shaft arranged at an angle to each other and connected with said drive rods, said cylinder, piston crank and crank pin angles being arranged and said piston cranks being axially disposed so as to effect counterbalancing of the reciprocating determined weights and predetermined portions being of magnitudes and all of said cranks and said pistons being angularly disposed about said crank shaft adapting said drive rods and drive cranks to counterbalance the reciprocating weights of said pistons and said connecting means.

4. A locomotive comprising a drive wheel on each side thereof; an engine comprising two pairs of reciprocating pistons, each of said pairs having the axes of its pistons disposed in substantially the same plane and at an angle of 90 degrees to each other, a crank shaft of a predetermined length having two piston cranks disposed at predetermined positions between its ends and drive cranks disposed at its opposite ends, means connecting each of the pistons of one of said pairs to one of said piston cranks, and means connecting each of the pistons of the other of said pairs to the other of said piston cranks; and drive rods connecting said drive cranks and said drive wheels, said drive rods having predetermined portions of their weights carried by said drive cranks and all of said cranks being of lengths and all of said cranks and pistons being angularly disposed about said crank shaft adapting said drive rods and drive cranks to counterbalance the reciprocating weights of said pistons and said connecting means.

5. A locomotive comprising an axle; a pair of drive wheels secured to said axle; a drive pin for each of said wheels, said pins being angularly disposed about said axle at 90 degrees to each other; two pairs of reciprocating pistons, each of said pairs having the axes of its pistons disposed in substantially the same plane and at an angle of 90 degrees to each other; a crank shaft of a predetermined length extending transversely of said locomotive having two piston cranks disposed at predetermined positions between its ends and drive cranks disposed at its opposite ends; means connecting each of the pistons of one of said pairs to one of said piston cranks; means connecting each of the pistons of the other of said pairs to the other of said piston cranks; and drive rods of equal lengths, one connected to each of said pins at one of its ends and to the drive crank on the same side of said locomotive at its other end, each of said-drive rods having a portion of its weight carried by its drive crank and said piston cranks being angularly disposed about said shaft so as to adapt said drive rods and drive cranks to counterbalance the reciprocating weights of said pistons and said connecting means.

6. A locomotive comprising an axle; a pair of drive wheels secured to said axle; a drive pin for each of said wheels, said pins being disposed about said axle at an angle of substantially 90 degrees to each other; two pairs of cylinders, the cylinders of each pair converging vertically downwardly at an angle of substantially 90 degrees to each other; a crank shaft of a predetermined length extending transversely of said locomotive having two piston cranks disposed at predetermined positions between its ends and at an angle of substantially 135 degrees to each other; a piston for each of said cylinders; means connecting each of the pistons of one of said pairs of cylinders with one of said piston cranks; means connecting each of the pistons of the other of said pairs of cylinders with the other of said piston cranks; a drive crank at each end of said crank shaft, said drive cranks being disposed at an angle of substantially 90 degrees to each other; and drive rods of equal lengths, one con- 7 nected to each of said pins at one of its ends and to the drive crank on the same side of said locomotive at the other of its ends, each of said drive rods having a portion of its weight carried by its drive crank and said drive crank angle being disposed at an angle to said piston crank angle so as to adapt said drive rods and drive cranks to counterbalance the reciprocating weights of said pistons and connecting means.

7. A locomotive comprising a drive wheel on each side thereof; two reciprocating pistons having their axes disposed at an angle of substantially 90 degrees to each other; a crank shaft hav ing a piston crank disposed between the ends thereof and a drive crank disposed at each end thereof, one at each side of said locomotive; means connecting each of said pistons with said piston crank; and a drive rod at each side of said locomotive, each of said drive rods being connected at one of its ends with the said drive crank and at the other of its ends with the said wheel, on the same side of said locomotive, each of said drive rods having a predetermined portion of its weight carried by said drive crank connected thereto, and said drive cranks being angularly disposed about said shaft, whereby counterbalancing of the reciprocating weights of said pistons and their said connecting means will be effected.

8. A locomotive comprising a drive wheel on each side thereof; reciprocating pistons; a crank shaft having piston cranks; means operably connecting said piston cranks with said pistons; drive cranks carried by said crank shaft; and drive rods connecting said drive wheels and said drive cranks, said drive rods having predetermined portions of their weights carried by said drive cranks and said drive cranks being of predetermined weights and all of said cranks and said pistons being axially arranged upon and angularly disposed about said crank shaft adapting said drive rods and drive cranks to counterbalance the reciprocating weights of said pistons and their said connecting means.

9. A locomotive comprising a drive wheel on each side thereof; piston means including one or more pairs of reciprocating pistons, the axes of the pistons of each pair being substantially in the same plane and at an angle of substantially 90 degrees to each other; a crank shaft having a piston crank of predetermined length for each pair of pistons; means connecting each of said pistons with its piston crank, said pistons together with their respective connecting means having substantially equal reciprocating weights; two drive crank means carried by said shaft, one at each end thereof; and two side rods, one connecting each of said drive crank means with the drive wheel on its respective side of said locomotive, equal portions of the Weight of each of said rods being carried by the respective drive crank means, the center of gravity of each of said portions being disposed at a predetermined distance from said shaft and angularly relative to said piston cranks and said piston cranks being disposed axially of said shaft, whereby counterbalancing is efiected of the reciprocating weights of said pistons and their connecting means.

10. A locomotive comprising a drive wheel on each side thereof; two pairs of reciprocating pistons, each of said pairs having the axes of its pistons disposed in substantially the same plane and at an angle of substantially 90 degrees to each other; a crank shaft of a predetermined length having two piston' cranks of'equal length disposed at an angle to each other and spaced axially of said shaft from each, other in predetermined positions, and having two drive cranks, one carried at each of its opposite ends at an angle to each other, the angle of said drive cranks being disposed at an angle relative to the angle of the piston cranks, means connecting each of the pistons of one of said pairs with one of said piston cranks; means connecting each of the pistons of the other of said pairs with the other of said piston cranks, said pistons together with their respective connecting means having substantially equal reciprocating weights; and drive rods connecting said drive wheels with said drive cranks, each of said drive rods having a predetermined portion of its weight carried by its respective drive crank, the centers of gravity of said portions being thereby disposed in predetermined positions angularly and axially relative to said shaft, whereby counterbalancing is efiected of the reciprocating weights of said pistons and their said connecting means.

11. A locomotive comprising an axle; a pair of drive wheels secured to said axle; a drive pin for each of said wheels, said pins being disposed angularly about said axle; two pairs of reciprocating pistons, each of said pairs having the axes of its pistons converging at an angle of 90 degrees to each other; a crank shaft having two axially spaced piston cranks disposed at an angle to each other; means connecting each of the pistons of one of said pairs with one of said cranks; means connecting each of the pistons of the other of said pairs with the other of said cranks, said pistons together with their respective connecting means having substantially equal reciprocating weights; drive cranks carried by said shaft at the opposite ends thereof, said drive cranks being disposed at an angle of 90 degrees to each other and the angle of said drive cranks being angularly disposed to the angle of said piston cranks, and said piston cranks being disposed on opposite sides of and, at equal distances from the transverse center plane of said shaft; and drive rods of equal lengths, one connected to each of said drive cranks at one of its ends and having a predetermined portion of its weight carried thereby, and to the drive pin on the same.

side of said locomotive at the other of its ends, the ratio of the axial distance between said drive cranks and the axial distance between said piston cranks being equal tothe tangent of onehalf the angle of said piston cranks, whereby said drive cranks and said portions will counterbalance the reciprocating weight of said pistons and their connecting means.

12. A locomotive comprising'anaxle; a pair'of drive wheels secured to said axle; a drive pin for each of said wheels, said pins being disposed angularlyabout said axle; two pairs of reciprocating pistons, each of said pairs having the axes of its pistons converging at an angle of 90 degrees to each other; a crank shaft having two axially spaced piston cranks disposed at an angle to each other; means connecting each of the pistons of one of said pairs with one of said cranks; means connecting each of the pistons of the other'oi said pairs with the other of said cranks, said pistons together with their respective connecting means having substantially equal reciprocating weights; drive cranks carried by said shaft at the opposite ends thereof, said drive cranks being angularly disposed and the angle of said drive cranks being angularly disposed to the angle of said piston cranks, and said piston cranks being disposed on opposite sides of and at equal distances from the transverse center plane of said shaft; and drive rods of equal lengths, one connected to each of said drive cranks at one of its ends and having a predetermined portion of its weight carried thereby, and to the drive pin on the same side of said locomotive at its other end, the ratio of the axial distance between said drive cranks and the axial distance between said piston cranks being equal to the ratio of the tangent of one-half the angle between said piston cranks to the tangent of one-half the angle between said drive cranks, whereby said drive cranks and said portions will counterbalance the reciprocating weights of said pistons and their connecting means.

13. A locomotive comprising a rigid main frame structure; a drive wheel adjacent one side of said rigid structure having an axle journalled in said rigid structure; a reciprocating engine having a non-wheeled crank shaft journalled in bearings rigid with said rigid structure and having a drive crank at said side of said rigid structure; crosshead-guiding means rigid with said rigid structure at said side thereof; a second reciprocating engine having a crosshead engaging said guiding means; connecting means at said side of said rigid structure, including a drive rod, operably connecting said drive crank with said wheel; and another connecting means at said side of said rigid structure, including a drive rod, operably connecting said crosshead with said wheel, said crank shaft, said crosshead, and said axle being disposed substantially in the same plane.

' ALPHONSE I. LIPETZ.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3340857 *Oct 19, 1965Sep 12, 1967Brown Arthur ETwo stroke cycle internal combustion engine
US4718352 *Mar 10, 1986Jan 12, 1988Franz Plasser Bahnbaumaschinen Industrie-Gesellschaft M.B.H.Rescue vehicle with emergency engine actuation
Classifications
U.S. Classification105/62.1, 123/195.00R, 123/54.4, 105/172, 123/61.00R, 123/41.81
International ClassificationB61C7/00
Cooperative ClassificationB61C7/00
European ClassificationB61C7/00