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Publication numberUS2598336 A
Publication typeGrant
Publication dateMay 27, 1952
Filing dateOct 26, 1948
Priority dateOct 26, 1948
Publication numberUS 2598336 A, US 2598336A, US-A-2598336, US2598336 A, US2598336A
InventorsR. G. Anderson
Original AssigneeGen Electric, Hulda Anderson
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Railway auxiliary power plant mounting
US 2598336 A
Abstract  available in
Images(4)
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Claims  available in
Description  (OCR text may contain errors)

May 27, 1952 R. G. ANDERSON 2,598,336

RAILWAY AUXILIARY POWER PLANT MOUNTING Filed Oct. 26, 1948 4 Sheets-Sheet l F/gJ. 4

Robert G. nderson,Deceased, by Hulda AndersomExecutrx.

May 27, 1952 R. G. ANDERSON 2,598,336

RAILWAY AUXILIARY POWER PLANT MOUNTING Filed oct. 2e, 1948 4 sheets-sheet 2 2/ Fig. fr.

f3 2 7 A1313 orneg.

May 27, 1952 R. G. ANDERSON 2,598,336

RAILWAY AUXILIRY POWER PLANT MOUNTING Filed Oct. 26, 1948 I 4 Sheets-Sheet 3 Ilflven'winzn*` Robert G. AndersonlDeceased, bg Hulda Ahdersomflxecutrix.

b5 /gfmfc Att @Pme 5:1

May 27, 1952 R. G. ANDERSON 2,598,336

RAILWAY AUXILIARY POWER PLANT MOUNTING Filed oct. 2e, 1948 sheets-sheet 4 Inventor' 1 57 Robert G.Andevrson,Deceasecl, by Hulda Andebsonxecutrix 93 bg btovneg.

Patented May 27, 1952 UNITED STATES e TENT QFFICE RAILWAY AUX-ILIARYIIO'WER PLANT MOUNTING New York Application October 26, 1948, Serial N0. 56,527

'Theinvention relates to unitary auxiliary power plants 'and more particularly to such Ya unit adapted to be mounted under a railway car.

'Conventional-ly railway cars, such asy dining cars `and coaches, have 'provision for obtaining electric power from axle-driven generators when the oarscare in motion and from batteries or plugin facilities when the cars` are at a standstill. Such an arrangement (and especially the 'limited capacity of the axle-driven generator) has always imposed a limitation on the cars electric facilities and has hampered the full utilization of modern electrical conveniences, such 'as for cooking. refrigeration, and air-conditioning. In addition, operation of all the axle-driven generators for the cars of along 'train may easily :amount to an additional ldraw bar pull of as much as 750 H. P. detrac'ting from the acceleration and load-pulling ability of theV locomotive. It has been known in the past to eliminate these disadvantages byy providing, for each car, a separate engine-driven generator, but the mounting of such a unit has heretofore presented complex problems of access for maintenance and'repair's. y

,It is an object of the 'present invention to provide means for overcoming the above-mentioned diiliculties.

It is a further object of the' present invention to provide a large capacity readily accessible auxiliary power supply unit which is operable independent of car" motion.

Other objects and advantages will become apparent and my' vinvention will be better understood from consideration of the following description taken in connection with the accompanying drawing in which Fig. 1 is a side elevational View, partly lcut away, of a box-like structure mounted beneath a railway car and containing an enginedriven generator; Fig. '2 is a topview along the line 22 of Fig. r1 Fig. 4 is' an end view in sectionv and along the line 4-' -4 of Fig. 1'; and Figs. 3 and 5-'17 `are details of the construction shown in Figs. 1, 2 and 4.

Referring now to Fig. 1, 2| represents the outer wrapper surface at the bottom of a railway car having a oor frame member 22 to which is bolted a bracket 23 for supporting an auxiliary power plant comprising an engine 24 directly connected to anelectric generator having :an outer framev 25. For the sake of illustration, the engine is assumed to be a 39 H. P., 1800 R. P. M. Water-cooled diesel engine, and the generator is lassumed to bea 25 kvaf., 220 v., 3-ph'ase, 60 cy. generator having mechanically attached to its end bell 25ay a direct cui-rent exciter 2B provided in conjunction with a 5 Claims. (Cl. 1054-433) regulator (not shown) in order to hold the output voltage of the generator constant.; The engine housing is rigidly bolted to the generator frame and the entire engine-generator unit is normally lcontained in the box-like housing 21 and is suspended therein in such a way that it can be swung substantially to a position outside the housing to provide easy access for maintenance purposes as shown by the dotted representation at the bottom of Fig. 2. To provide this desirable feature, a three-point suspension is provided for the engine-generator unit. Two of the points ofsuspension are located transversely of the centerline of the pole pieces of the generator and associated with support bracket 23 so that the entire uni-t is rotatable around a verticallyv extending axis 28 and adapted to be suspended entirelyfrom the car floor frame member 22. The third point of support for the enginegenerator unit is at the front end of the engine at the disconnect assembly 29 which supports the unit only when it is in the operating rather than in 'the maintenance position.

Fig. 6 is an enlarged sectional view along the lines 6-6 of Fig. 1 and showing details of the suspension associated with the two points of support which are always in operation'and which ,are located one on either side of the generator. This suspension comprises a swing bracket 'member having a vertically extending annular portion l30 which isV rotatable around the axis 28 and is formed integral with a horizontally disposed arm portion (although, if desired, the annular pore tion could be a pipe and the arm portion separately formed of channel iron secured to the pipe). Thev swing bracket is suitably reinforced as by the strengthening gusset 32 and is supported by' atop bearing portion 33 operating on a journal 34 suitably secured to the supporting bracket 23, whichv in turn is supported by the car floor frame member 2.2. The swing bracket rotatable portion 30, as shown in the drawing, is guided at its lower extremity by a bearing portion 35 operating in a journal 36 which is associated with the frazneof thebox housing 21.

The swing bracket arm portion 3l is provided with two .pairs of downwardly extending iingers 31, each pair of which is adapted to retain an equalizer member 38. A transverse View of one of the two identical equalizers 38 is shown in Fig. 7 which is' a sectional View along the line 1--1 of Fig. 6. Holes are provided in the four flngers31 to line up with holes provided in the two' equalizers 38 and a single equalizer supporting rod 39 is passed through all six of these hols to support the equalizers. It is desirable to prevent lengthwise movement of rod 39 by an arrangement such as a pin 40 retained by the swing bracket arm 3l and passing through a hole provided in the rod.

The generator in its frame `25 is mounted upside down so that its conventional feet 4I extend upwards and in position to be supported by the equalizers 38 through a resilient mounting which, for each foot, comprises a bolt 42 (Fig. '7) passing through the foot and engaging a rubber-like mounting washer 43 seated in a recess provided for it in a boss at the associated end of the respective equalizer member 38.

There are thus provided two principal points of support for the engine-generator assembly, one at the intersection of each equalizer 38 with the equalizer rod 39. The third point of suspension, which is operative only when the unit is in its operative or swung in`position, may be understood by reference to Figs. 1 and 2 and by reference to Fig. 9, which is a sectional view along the line 9-9 of Fig. 1, and by reference to Fig. 10 which is an enlarged sectional view (along line lll-Ill of Fig. 2) of this support in its operative position, and by reference to Fig. 1l which is a top View of the construction shown in Fig. l0. The disconnect assembly 29 at the front end of the engine is disengaged by pulling an operating handle 44.

The housing 21 is provided with a front door 45 which, of course, must be in the open position before the unit can be pulled out to its maintenance position. It is desirable to provide a safety catch 48 on the inside of the door (or part of the door such as door half 89 of Fig. 10) to engage the handle 44 whenever the door is in place and thereby prevent the handle and the associated support members from unlocking when the door is shut. Another desirable interlock is provided by the rod 41 operating a pivoted finger member 48 which is adapted to interfere with release operation of the handle 44 unless the exhaust pipe 49 associated with the engine is first disconnected from the stationary exhaust conduit 59 (leading to the muflier 50a of Fig. 2) by unscrewing the winged handle I.

With the door interlock arm 46 and exhaust interlock rod iinger 48. out of the way (the opposite of the conditions shown in Fig. disconnect handle 44 may be pulled upward to disengage a latching prong 52 from the recess provided for it in the base members. By then pulling outward on handle 44, it is possible to disengage an inclined fork-shaped disconnect movable base plate 29m from an inclined disconnect stationary base plate 29s which is welded to support channels 53 which extend axially the entire length of the housing and are at their ends associated with car floor frame member 2/2. A centering post 54 and top plate 55 are associated with 29s and adapted to engage the center of the yoke of 29m to hold the latter member in rm engagement when the disconnect is closed. The disconnect 29 acting through rubber mounting washers 56 provides support for a bracket 51 which is adapted to support the front trunnion of the engine 24. In this manner, the front support is, like the supports back at the generator feet. effective through resilient mountings.

The base plates 29m and 29s are on a slight incline (as shown in Fig. 10) to help the entering condition, and the pivoted latch 52 prevents the front end of the engine from moving outward (to the right in Fig. 10) when the parts are engaged. The post 54, welded or otherwise secured to the base 29s, serves as a stop to prevent the engine from moving to the left (Fig. l0) of its proper center line. Top plate 55 bolted to the post prevents upward movement of the movable base portion or of the engine.

Inasmuch as a three-point support is normally provided, the center of gravity of the entire unit will be to the left (Figs. 1 and 2) of the two points of support at the center line of the generator so that, when the engine generator is swung out and its front support is no longer operative, there will be a tendency for the unit to pivot in a vertical plane about the equalizer supporting rod 39. In order to block this rotation, there is provided a tilt preventing device comprising a bracket '58 bolted to the side of the generator as shown in Fig. 6, in Fig. 8 (a top view along line 8 8 of Fig. 6) and in Fig. 5 (a front view along line 5 5 of Fig. 8). The bracket has a spring operated plunger 59 which is normally held inward by a prong 69 which is attached to the inside of the front cover 45. When the cover is opened, the plunger travels outward and a wedge 5l (which may be an integral part of the plunger 51) engages a flat pad portion 62 of the swing bracket annular post 39 and thereby prevents tilting of the unit when the front support is subsequently disengaged. Whenever the cover 45 is closed, the plunger and its wedge are pushed back by the prong 60 far enough to provide enough clearance between the wedge and the flat pad to permit complete freedom of the engine generator to fioat on its rubber supports.

Of course, an engine-generator such as that shown in the drawings requires a good many connections such as for fuel, exhaust, cooling water, and electrical connections, but with the arrangement shown in the drawings and describedbelow, the unit can be swung substantially and out of its housing and the only work which needs to be done is to disconnect the exhaust pipe 49 from the connection 50 to the muffler and unlatch the engine front support. A fixed air intake stationary tube 63 (Fig. 2) is adapted to be automatically connected or disconnected from a movable conduit 64 associated with the engines air filter 55 (Fig, 9). As shown in the top view detail of Fig. 3, the fixed member 63 has a flange portion 66. Associated with the movable conduit 64 is an inner sleeve member 61 which is biased outwardly by springs 68. Secured to sleeve 61 is a felt gasket 69 which, when the engine-generator unit is in operating position, is caused to engage the stationary flange 66 by the action of the spring 68.

The other connections, such as for water, fuel and electrical connections are all made flexible enough to permit the desired angular swing of the power unit without straining the connections. In order to provide this feature, the connections are made flexible adjacent the turning axis 28 (Fig. l) thus requiring very little slack in the flexible connections to provide for the necessary angular motion. In Fig. 2, the solid lines indicate the operating position of the unit and the dotted lines at the bottom of the figure show the unit in the outward or maintenance position. Although not shown in the drawings, a radiator having a motor-driven fan is desirably provided as a separate unit for the power plant. A water pipe connection is made from the radiator to a conduit 10 leading (within the engine housing) to a flexible portion 1I arranged adjacent the turning axis and made (as of rubber hose)l lso that it may be flexibly adapted to either position of the unit. At one end of the flexible portion 75|, a. quick disconnect-coupling 7l2`1is provided so that the conduit may be readily disconnected whenever it is Adesired to take the engine out of service. A plurality of conduits 73 `for the fue'l system run adjacent the conduit T6 and are likewise provided with aeXi-ble portion adjacent the swing bracket post and provided with quick action couplings for` rapid disconnecting when it is desired to replace the engine. It is desirable to yhave these conduits solidly aixed to the housing at one end, as by means of the bolted bracket member 'M (-o-f Fig. 4) and heldout of the wayof the operation of th-e swing bracket as by the tension spring 15, which holds .the .assembly of the three conduits 1by means of a .clamp 16. In

the same manner, Aelectrical connections (not shown) may befcabled together and arranged for flexibility around the tur-ning axis as well as for quick connection and disconnection.

As shown in Fig. 9, water conduit Tl .from the coupling fl 2 of Fig. '2 leads to -aeo-nventional water pump 18 and then into lthe engine block. A hot water conduit 19 (Fi'gs. 1 and v'2.) leads -from the top of Cthe engine block to aquick disconnect coupling 80 anda iexible hose portion 81 arranged on a metal tray 82 provided as shown in Figs. 6 and 7 to keep this hose up and loutof `the way -of the swing bracket arm lpor-tion 3i 2, the flexible hose portion 8i is connected to a conduit 83 leading out of the housing and back to the radiator.

Ventilation of the engine-generator housing is provided by a propeller-'type ian '84 mounted at the front -end 'of the vengine as 'shown in Figs. l and 9. This fan vis arranged to Vaid the iiow voi air 'caused by a lconventional dynamoelectric machine internal fan l(not shown) in the generator. 'To facilitate this ventilation, it is desirable to provide Jopenings in the housing such as the grilledk aperture `85 V(l'ig. 12) at the front -on the housing and adjacent the 'fan l8'4 and the slotted apertures above the :generator and exciter provided by'the spaced top pieces (Fig. 2)

lMost of the 'weight of the entire unit will be supported vby the swing bracket already described. However, since apart ofthe weight of the enginegenerator unit will, when it is in operating position, be-supported' by the axially-extending channels `53, suitable Aprovision should be made for supporting these channels at their ends, either by the housing 'framework '8T (Fig. 1'3), which may be `bolted or welded to the car iloor member 22, or by `the material of vthe housing cover 21 itself.

In Figs. 12-17, are shown details of the lasserxibly of the hou-sing front-*cover 45. The cover comprises an upper portion 18B which is adapted to swing out `and a lower portion .89 which is adapted to swing down. Portion I89 extends from the kleft end of the housing nearly to the swing bracket to provide .clearance for the unit to be swung out in a-counterclockwise direction which, ofcourse, is the only direction possible with the arrangement described. In order to provide an invisible hinge (which is .desirable vfrom the standpoint of streamlining) and valso to provide the required clearance for swinging thekengine out, the front cover upper .portion 88 is hinged at the 'top in such a way that the hinge .pivot moves outward and up when the cover is swung open. `To provide this feature, cover portion .83 isf-arranged to pivot around bolts 90 which pass through linkage mem-bers 9| and 92 which lare As shown rin Fig.

6 connected together bya link 93 connected to the stationary frame by a'p'i-n 94.

The -lower cover portion L89 is hinged at 95 to the bottom oi the housing. This lower cover is interlocked with the upper cov-'er so that` both open together (as shown in Fig. 18)` or close together `(as show-n in Fig. l2), due to the action of a link .9B connected to link 9|v and pivoting on the frame to operate a rod 91 so that when the top portion is opened out the bottom portion will drop down. It is desirable to have this linkage adjustable, and this feature is provided by the adjustable spring tensioning device 98 which is shown in detail Fig. 14. y

The cover 88 is held in position by links 91 and 92 through a plate member '99 to which the cover S8 is secured as by welding. A thin stiffening member i539 may also be welded to the' insidey of the cover to adapt it to thev streamlining of the car as a whole.

In Fig. l5, is shown an enlarged View of one end ofthe housing and cover as viewed looking outward (to the left along the' line Iii-t5 of Fig. 12) The axially extending car floor frame member 22 has `bolted thereto an angle iron 22a which supports the stationary portion of the box housing 2l (including the remaining members of the structural support 81 of Figs. 12 and 13). The outer cover Ainturned-end Il is arranged to t both outside and ins-ide of the stationary covering 2l to give a pleasing appearance and'v snug t.

Fig. 16 is an enlarged view looking inward (along the' line iS-l5 of Fig. 12) at the top of link 93 which may conveniently .comprise two halves, one on either side of the stationary bracket 192, one on either side of link 9|, one on eitherv `side of link 92 (Fig. l2) and one on either side of a spring. '193, which serves to hold the upper cover portion in either the open or closed position.

Fig. 17 is a view at the end of the housing 21 (along the line lI-l'l of Fig. 12) showing the lower front cover portion 89 enclosing the housing by contact with the stationary framework 81 when' the cover is in closed position.

As previously explained, the cover is opened by pressure on the rod 91 which is linked through a bracket '|94 associated with the lower cover portion.

The back of the housing may be .supported either .by transverse support .angle irons (such as 22a of Fig. 15) extending clear across. to a frame member similar to 22, but on the other side of the car, or by providing an angle such as |05 of Fig. 4 and vassociating it with a fore .and aft extending support member 106 often provided beneath a railroad car.

There is thus provided a unitary auxiliary power plant which may be suspended from the underside of a railway car to provide the necessary electric power as for lighting, air-conditioning, yand heating. The power unit is suspended on its own housing and the engine and generator 'are mounted within the housing on a swing bracket vso that the entire unit may be swung about a vertical axis substantially 1.80 in order to permit complete access to both the engine and generator, for inspection, maintenance., repair or replacement. To swing the unit outward from its normal operating position to the inspection position, it is necessary only to release the exhaust pipe clamp and unlatch the engine front support. Connections such as radiator hoses, fuel and oil lines and electrical connections (not shown) are 4flexible and are mounted near the axis of rotation in order to avoid the necessity of manually disconnecting the various connections when the position of the power unit is changed. The engine and the generator are mounted in operating position within the housing by means of a three-point suspension, with two of the mounting points on the generator transversely of the field poles and the third point of suspension at the trunnion on the front end of the engine on a dual mount. At each of the suspension points, resilient mountings are employed to suppress transmission of vibrations from the engine to the car body. The front trunnion support is designed with an inclined base, a pivoted latch, a stop to limit the inward movement, and a plate mounted on the stop to prevent upward movement. By releasing the latch, the front of the engine may be moved outwardly about the vertical axis of the swing bracket. Opening of the front cover of the housing serves to engage a blocking device with the swing bracket to prevent the front end of the engine from dropping downward when the unit is in the inspection position. When the unit is in the operating position and the enclosure front door is closed, the blocking device is again released, leaving the power plant resiliently suspended from the car body.

When the engine generator set has been swung out and the flexible hose couplings and electrical cables disconnected, the removal of the equalizer rod 39 will completely disconnect the engine generator set from the housing so that a replacement unit may rapidly and easily be substituted. This is an important feature in view of the fact that railway passenger cars often do not get into repair shops within a period as long as two years and much of the maintenance work is done in the yards. With the arrangement herein disclosed, a girl with a lift truck can remove the entire power plant in a few minutes without the use of an overhead crane or any tools.

Inasmuch as the electrical load on a dining car using electrical facilities for cooking is about double that required on a coach or sleeper, it is desirable to use two identical engine generator sets on the diner and an identical single engine generator set on each coach or sleeper so that all units will be interchangeable and the dining car unit will not be of such large size that it cannot be readily accommodated in the clearance between car iloor and roadbed. It is usually desirable to provide for each car batteries for standby power, a motor generator set to charge the batteries, and a panel for the electrical controls. If desired, a heat exchanger may be provided to heat kitchen or washroom water by using the exhaust gases from one or more engine generator units. A valve for diverting exhaust gas to such a heat exchanger is shown at |07 in Fig. 2 at the back of the muler. If desired, a thermostat may be placed in a hot water supply tank to selectively control the position of the damper in the valve and determine whether the exhaust gases will go into the heat exchanger or vent to the atmosphere.

While there is illustrated and described a particular embodiment of the invention, further modifications thereof will become apparent to those skilled in the art. It is desired that it be understood, therefore, that the invention is not to be limited to the particular arrangement disclosed, and it is intended in the appended claims to cover all modifications which do not depart from the spirit and scope of the invention.

What is claimed as new and is desired to be secured by Letters Patent of the United States is:

l. A horizontally disposed power unit comprising an engine-generator, said unit being supported by a three-point suspension with two of said points of suspension arranged on a hori zontal axis transversely of the longitudinal horizontal axis of said unit, the third of said points of suspension being located at one end of said unit when said unit is in a first position, means for selectively engaging and disengaging said third point of suspension, said first two points of suspension being rotatable about a vertical axis when said third point of support is disengaged whereby said unit may be swung into second position, and means for preventing tilting of said unit around said first-mentioned horizontal axis when said third point of suspension is disengaged.

2. A unitary auxiliary power plant adapted to be suspended from the under side of a railway vehicle and comprising an engine generator unit, a point of suspension for said unit in a rst operating position located at one end thereof, means for selectively engaging and disengaging the last-mentioned point of suspension, two additional points of suspension for said unit, means for swinging said last two points of suspension around a vertical axis to permit said unit to be swung substantially into a second position to provide maintenance access to said unit when said irst point of suspension is disengaged, an exhaust for said engine having a portion connected to said engine and stationary portion, manually operated means on said exhaust portion connected to said engine for disconnecting said last-mentioned portion from said stationary portion when said unit is swung into said second portion, and a housing adapted to substantially enclose said unit in its operating position.

3. A unitary auxiliary power plant adapted to be suspended from the under side of a railway vehicle to provide electrical power therefor and comprising an engine generator unit, a housing adapted to enclose said power plant in its operating position, a three-point resilient suspension for said engine generator unit, one of said points of suspension being located at one end of said unit in its operating position, an operating handle for selectively engaging and disengaging said one point of suspension, latching means for said handle, a swing bracket for supporting the two other of said points of suspension, a pivotal mounting for said bracket whereby said bracket may be swung around a vertical axis to permit said unit to be swung out of said housing into a second position to provide maintenance access to said unit when said rst point of suspension is disengaged, means for preventing tilt of said unit when said first point of suspension is disengaged, an automatically operated disconnecting means for affecting an air intake connection to said engine, a manually operated disconnecting means for exhaust connections from said engine, a front cover for said housing, an interlock operated by said front cover for preventing unlatching of said operating handle when said cover is in the closed position, an interlock associated with said exhaust disconnect for preventing operation of said handle when said exhaust is connected, and interlocking means responsive to position of said cover for prevent- '9 ing operation of said means for preventing tilt when said cover is closed.

4. In a railway car power plant mounting and enclosure, the combination of a railway car frame member, a support bracket secured to said frame member, a swing bracket rotatably supported by said support bracket for rotation around a vertically extending axis, said swing bracket having an arm portion extending perpendicular to said vertical axis, a pair or equalizer members adapted to be supported by said swing bracket arm portion, an engine generator unit supported by said equalizer members whereby said unit may be moved from a iirst operating position into a second position, an additional point of support for said engine generator unit in its operating position, said additional point of support being located at one end or said unit and comprising a stationary base portion on said car frame member and having a centering post, and a movable base portion on said unit adapted to slide over said stationary base and around said centering post to resiliently support said unit, a disconnect handle connected to said movable base portion for selectively engaging and disengaging said additional point of support, a housing supported by said car frame member ior enclosing said engine generator unit in its operating position, said housing having an upper front cover portion and a lower front cover portion, means for moving said upper front cover portion outwards and upwards to its opened position, means for swinging said lower front cover portion downwards into its opened position, means actuated by one of said cover portions for preventing operation of said disconnect handle when said cover is in the closed position, means including a spring-operated plunger to prevent tilting of said engine generator unit around the horizontal axis when said unit is in said second position, an exhaust connection associated with said engine, an exhaust connection associated with said car frame member, means for manually connecting and disconnecting said two exhaust connections, an air intake conduit associated with said engine, an air intake connection associated with said stationary housing, and means for automatically connecting and disconnecting said air intake conduits responsive to swinging of said engine generator unit.

5. In a railway oar power plant mounting and enclosure, the combination of a railway car trame member, a support bracket secured to said frame member, a swing bracket rotatably supported by said support bracket for rotation around a vertically extending axis, said swing bracket having an arm portion extending perpendicular to said vertical axis, a pair of equalizer members adapted to be supported by said swing bracket arm portion, an engine generator unit supported through resilient mountings from said equalizer members whereby said unit may be moved from a first operating position into a second position, an additional point of support for said engine generator unit in its operating 10 position, said additional point of support being located at one end of said unit and comprising an inclined stationary base portion on said car frame member and having a centering post, and a movable fork-shaped inclined base portion on said unit adapted to slide over said stationary base and around said centering post to resiliently support said unit in its operating position, a disconnect handle connected to said movable base portion, a latching prong operated by said handle adapted to engage one of said base portions, a housing supported by said car frame member and adapted to enclose said engine generator unit in its operating position, said housing having an upper front cover portion and a lower front cover portion, means for moving said upper front cover portion outwards and upwards to its opened position, means for swinging said lower front cover portion downwards into its opened position, means interlocking said upper front cover portion with said lower front cover portion to cause said portions to open and close together, means actuated by one of said cover portions for preventing operation of said disconnect handle when said cover is in the closed position, means including a spring-operated plunger operated by one of said cover portions to prevent tilting of said engine generator unit around the horizontal axis when said cover portions are in open position, an exhaust connection associated with said engine, an exhaust connection associated with said car frame member, means for manually connecting and disconnecting said two exhaust connections, an air intake conduit associated with said engine, an air intake connection associated with said stationary housing, and means including a spring-operated sleeve for automatically connecting and disconnecting said air intake conduits responsive to swinging oi said engine generator unit.

HULDA ANDERSON, Eecutrz'cc of the Estate of Robert G. Anderson,

Deceased.

REFERENCES CITED The following references are of record in the file or" this patent:

UNITED STATES PATENTS Number Name Date 1,380,123 Sullivan May 31, 1921 1,723,763 Burnelli Aug. 6, 1929 1,723,851 Gumpper Aug. 6, 1929 1,823,203 Knecht Sept. 15, 1931 2,002,269 Lee May 21, 1935 2,005,002 Parsons June 18, 1935 2,007,795 Dickson July 9, 1935 2,086,036 Juergens July 6, 1937 2,177,687 Bracken et al Oct. 31, 1939 2,393,141 Butterfield et al. Jan. 15, 1946 2,400,448 Wellstein May 14, 1946 FOREIGN PATENTS Number Country Date 6,098 Great Britain Apr. 23, 1915

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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2789234 *Jan 16, 1956Apr 16, 1957Eastern Malleable Iron CompanyAuxiliary power unit for vehicles
US3894705 *Feb 6, 1974Jul 15, 1975Pullman IncRemovable mounting bracket for attaching equipment to a container chassis
US7608934 *Sep 15, 2008Oct 27, 2009F3 & I2, LlcPower packaging with railcars
US7619319Sep 5, 2008Nov 17, 2009F3 & I2, LlcNetwork of energy generating modules for transfer of energy outputs
US8294285Oct 26, 2009Oct 23, 2012F3 & I2, LlcPower packaging with railcars
US8294286Oct 28, 2009Oct 23, 2012F3 & I2, LlcNetwork of energy generating modules for transfer of energy outputs
Classifications
U.S. Classification105/133, 290/1.00A, 312/276
International ClassificationB61D27/00
Cooperative ClassificationB61D27/00
European ClassificationB61D27/00