Table Of ContentISBN 978-94-017-5765-2 ISBN 978-94-017-6155-0 (e Book)
DOI 10.1007/978-94-017-6155-0
INTERNAL-COMBUSTION
LOCOMOTIVES AND
MOTOR COACHES
BY
t
PROF. I. FRANCO
MECHANICAL ENGINEER,
LATE PROFESSOR AT THE TECHNICAL HIGH SCHOOL OF DELFT (HOLLAND),
LATE SUPERINTENDENT OF MOTIVE POWER, ELECTRIC TRACTION AND
ROLLING STOCK DEPARTMENT OF THE NETHERLANDS RAILWAYS
AND
P. LABRYN
MECHANICAL ENGINEER,
CHIEF OF LOCOMOTIVE CONSTRUCTION DEPARTMENT
OF THE NETHERLANDS RAILWAYS
Springer-Science+ Business Media, B. V. 1931
3
PREFACE.
Though much has already been written on the subject of traction by means
of locomotives and motor coaches driven by combustion engines, this has to be
sought in a wide range of various periodicals, which fact induced the late Professor
Franco to embody these scattered publications in a book for ready reference by rail
way engineers and managements. He considered it advisable to treat first and fore
most of the use of combustion engines in rail-motor coaches, small locomotives and
similar traction vehicles.
Professor Franco invited me to assist in the compilation of this work, and this
invitation I gladly accepted.
It was decided that no special scientific treatise on combustion engines and
accessories was required, but rather a book that could be consulted by anyone
interested in the problem of the application of combustion engines on railways in
order to see whit had already been attained in this direction in the various countries
of the world. Furthermore it was considered that an extensive bibliography would
enable the reader to trace any further information he might desire.
Unfortunately Professor Franco, who was my tutor and afterwards my chief
on the Netherlands Railways, died just as the manuscript reached completion, but
nevertheless I believe to be acting in accordance with his wishes and those of his
family in having this book published as the fruit of our joint labour.
P. LABRYN,
Mechanical Engineer.
Utrecht, April 1931.
4
CONTENTS.
Page Page
Introduction 7 Diesel locomotive (4-6--4) of the German
State Railway ••••...••.•••••••• ~ . • • • 75
I. The Engine Diesel locomotive of the ,.Maschinenfabrik
Esslingen" • • • • • • . . . • • . • . . . • . . • • • . . 78
Types .•. . • .. . .. . . . . .. .. . . . .. . . .. . . .. 9
Shunting locomotive of the Swiss Federal
The combustion cycle . . . . . . • . . . . . . . . . . 9
Railways • • • . • . . . • • • • • . • . . • • . • • . • . • • 80
Number of revolutions . . . . . • . • . . . . . . . . 10
Winterthur Diesel locomotive for Siam.... 81
Fuel •• • • . . • . • . . . . . . . • . . . . . . . . . • . . . . . . 10
Diesel locomotive (2-6-2) of the Italian
The cycle (four-stroke or tw.o-str?ke) . . . 18
State Railways • . • . • . . . . . • . . . • . . . • . . 84
Introduction of the combustion a1r . . . . • 18
Zarlatti Diesel locomotive . . • . . . . . . . . . . 85
Fuel consumption • . • • . . . . . . • . • . . . . . • . . 21
Ansaldo Diesel locomotive • . • • • • . • • . . . . 86
Coefficient of variation of tractive power 21
Kitson-Still locomotive . . . • . . • • • • . • • • • • 87
Selection of the type of engine. . . • . . . . . . 21
Diesel-electric locomotive of the London
and North Eastern Railway. . . • . . . . . • 90
II. The Transmission Narrow gauge Diesel locomotive Kerr
Stuart •. • . • . • • • . . . • . • . • . • • • . . . • . • . • 92
Direct drive . . . . . • . . . . . • . . . . . . . • . • . . . . 24
A vonside locomotives • . . . • • . • • • • • • . • . . 92
Mechanical drive • • • . . . . . . . . . . . . . . . . . . 24
Locomotor of the Motor Rail & Tramcar
Robertson Automatic Variable Speed
Co. Ltd, Bedford • • • • • • . • . . • . • • . . . . . 93
Gear.............................. 25
Locomotors of the Netherlands Railways. 94
S L M Winterthur transmission . . • . • 27
Diesel-electric locomotive (0--4-0) of the
Soden gear wheel transmission . • . . • . . 31
Netherlands Railways •.......•...•.. 101
Transmission made by the "Deutsche
Locomotor of the French State Railways. 103
Getriebe G.m.b.H." of Hannover... 32
Locomotor of the Paris-Lyons-Mediter-
Mylius system of change speed gear for
ranean Railway . • • . • • . . . . . . • • • . • • • • . 104
rail motor-buses • . . • . . . • . . . • . • . . . . 36 Schneider & Co. locomotors . . • • . • • • . • • 106
Pneumatic control gear for oil-engine ve
Diesel-electric locomotives of the ,.Diesel
hicles with the Mylius gearing system 39
elektriska Vagn-Aktiebolaget Vasteras,
Pneumatic transmission. . . . . . . . . . . . . . . . . 41
Sweden ••••..•.•..••.•••.•••.•.••••• 108
Hydraulic transmission.. . . . . . • . . . . • . . . • 42
Burmeister & Wain's Diesel-electric loco-
Lentz gearing • • . . . • • • . . . . . . . . . . . . . . 42
motive ............................. 115
Schwartzkopff-Huwiler gearing .. . . . . . 43
Fricks' Diesel locomotives .•••••••.• •. • . 116
Lauf-Thoma gearing . . . . . . . • . • . • • • • • 44
Fricks' locomotives for the Siamese State
Other systems . . . • . . . . . . . • . • . • . . . . . . 45
Railways • • • • • • • • . . • . . • • • . • • • • • • • • • • 120·
Electric transmission . . • . • • . . . . • . • • . . • . • 45
Diesel-electric locomotive for Japan •••.. 121
Kitson-Still combined drive . . . . . . . • . 49
Diesel-electric locomotives of the Cie Fer-
Schneider transmission • • • . . . . . • . . • • . • 49
miere des Chemins de Fer Tunisiens .• 121
Summary on transmission •.•...•.•. ~ 50 American Diesel locomotives • . • • • . • • • • • 125
Whitcomb locomotives •.•.•.•••.•..•••• 128
Diesel-electric locomotive of New York
III. Types of Locomotives already built.
Central Railroad • • • • . • • • • • • • • • • • • • • • 130
First Sulzer locomotive . . . . . . . . . . . • . . . 52 Diesel-electric locomotive of the Canadian
Russian Diesel-electric locomotive (2-1 0-2) 54 National Railways . . • • • • . .. .. • • .. .. • • 131
Russian Diesel locomotive (4-10-2) with Diesel-electric locomotive of the Central
mechanical transmission . . . . . . . . • . . . . 60 Railroad of New Jersey ••••••••••••.• 132
Russian Diesel-electric locomotive (2-1 0-2) 64 Diesel-electric locomotive of Long Island
Diesel-electric locomotive of the Austrian Railroad Company .......... : ....... 137
Railways . . . . . . . . . . • . . . . . . . . . . . . . . . . 65 Diesel-electric locomotive (0-4--0 + 0--4-0
Schwartzkopf£ Diesel locomotives . . . . . . • 70 of the Buenos Aires Great Southern
Diesel locomotive (2-4-0) with liquid trans- Railway .. . .. . . .. . . .. .. .. .. .. .. .. .. 143
mission............................. 71 Main dimensions of locomotives .. . . . . • 144
5
Page Page
IV. Types of Motor coaches already Motor coaches in Sweden • • . . • • . • . • • • • • 195
built Motor coaches of the Danish State Rlys 198
Motor coaches of the Finnish State Rlys 198
Diesel motor coach of the Halberstadt
Motor coaches of the Czecho-Slovakian
Blankenburg Railway •.•.•••••...••••• 146
State Railways . . . . • . • . . . • • • . • • • . • • • 198
~umag motor coaches ......••••.•.•.. 151 Motor coaches of the Roumanian State Rail-
Motor coaches of the Hungarian State Rail-
ways •••.•.•.•.•.•.•••..••••..•••... 205
ways •.•......••.•••••.......•.•••.. 159
Motor coaches of the Norwegian State Rail-
Rail-autobus of the Danube-Save-Adria
ways • . • • • • • • • • • . . . • • • . • • . . • . • . • . • • . 206
Rly ..•.••..•..•.••.....•.•..••...• 160
Motor coaches of the Southern Railway
Motor coaches of the Lillafiireder Forest
(England) • . . • . . . . . • . . • • . . • • . . . . . • . . 206
State Railway .(Hungary) ••••.•..•.... 163
Motor coaches of the Netherlands Railways 163 Mot~r coaches of the J. G. Brill Co. of
Phtladelphia (U.S.A.) ....•.•.•....•• 206
Motor tramcars of the Netherlands Tram-
Brill model 75 petrol car . • . . . . . . . • 207
way Company . . • . . • . . . . . . . • • • . • . • . . 167
Brill model 55 petrol car ••.......• 210
Motor coaches of the National Belgian Rail-
Brill model 30 passenger car • . • • . . . 213
way Company • • • . . • . . • • • . • . • . • • • • • . 170
!3rill model 43 petrol car . . . . . . • . . • 213
Motor coaches of the Paris Suburban
Bn0 ll s 250 H.P. petrol-electric car for the
District Railway.... • • . . . . • . . . . . . . • • • 172
Motor coaches of the French State Railways 174 ~eading Co. • .•••..•••.....•...••.. 214
Bnll's petrol-electric train ••..•..•....•. 214
Renault-Scemia petrol motor coaches •••• 175
Diesel-electric motor coaches of the Penn
Diesel-electric motor coaches of the Pam-
sylvania Railroad · ........•••••••.••. 215
plana-San Sebastian Railway (Spain). . 183
Petrol motor coach for Brazil • • • . . . . . • . 221
Fiat Diesel-electric motor coaches •.•••• 184
Diesel-electric motor coach of the Swiss
V. Determining the Engine ·Power • 224
Federal Railways •••.•.••••••••••••• 189
Diesel-electric motor coach of the Appen
VI. Conclusions . • . • . . . . . • . . . • . • • . . . 227
zellem Rly (Switzerland) •••••.•..•••• 191
Final conclusions 235
Diesel-electric motor luggage van of the 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • • •
Swiss Federal Railways. • • • • • • • • . • • • . 193 VII. Bibliography • . . . . . . . • . . . • . • . • • • 236
6
ABBREVIATIONS.
atm. = atmosphere(s) 1n. = inch(es)
atm. = atmospheric kcal = kilogramme calorie
Ah = ampere hour kg = kilogramme
B.T.U. = British thermal unit km =kilometre
B.H.P. = brake horse-power kW = kilowatt
c.
= Celsius kWh = kilowatt hour
C.P. = candle power lb(s). = pOU)ld(s)
= capacity loc. = locomotive
C~P·
c1rc. = circumference lub. oil = lubricating oil
em = centimetre m =metre
cm2 = square centimetre m2 = square metre
cons. = consumption ms = cubic metre
cub. =cubic max. =maximum
cyl. = cylinder min. =minute
DC = direct current mm. =minimum
dia. = diameter mm = millimetre
driv. wheel = driving wheel m.p.h. = miles per hour
eff. = efficiency revs. = revolutions
E.H.P. = effective horse-power sec = second(s)
F. = Fahrenheit sq. =square
ft. = foot or feet t = ton(s)
g =gramme temp. = temperature
glns. = gallons tkm = ton kilometre
h =hour tract. force = tractive force
H.P. = horse-power vol. =volume
H.P.h = horse-power hour Wh =watt hour
I.H.P. = indicated horse-power
7
INTRODUCTION.
Transport is one of the most important problems of the present day. Notwith
standing the increase of motor transport during recent years and the continuous
advance in air transport, railway transport will always occupy a very prominent
place.
Since the beginning of railways more than a century ago the only traction vehicle
until comparatively recent date was the steam engine, and this, through years of
experience, has reached a high standard of perfection.
Nevertheless the efficiency of the most perfect steam locomotive is still very small.
Various attempts have been made to increase its efficiency by applying turbines
or steam under very high pressure, but so far very little has been achieved in this
direction beyond the experimental stage, so that more general application cannot
yet be expected. Thus it is not at all surprising that another way should have been
sought to build a more economical locomotive. This led to the use of internal-com
bustion engines instead of steam engines, a rather obvious solution considering the
great success already attained with this type of engine on board ships. Although
the requirements of marine engines are different and in some ways less exacting,
the still greater perfection reached in the design of internal-combustion engines and
the improvements which are constantly being made as more experience is gained,
justify the expectation that this engine will also give every satisfaction in railway
work. It may even be said now already that in special cases the internal-combustion
engine is the one most eminently suitable for locomotives, as indeed appears from
the fact that railway companies all the world over have taken to this type.
A great advantage of internal-combustion engines is that they can be applied not
only to locomotives but also to motor vehicles, a possibility which is practically pre
cluded with steam engines; at any rate they have not been generally used in this
way. A comparison of the advantages and disadvantages of the steam engine with
those of the internal-combustion engine as applied to traction vehicles shows that:
The advantages of the internal-combustion engine compared with the steam
engine are:
1) Much higher efficiency.
This efficiency, that is to say the proportion of the fuel energy converted
into work performed at the periphery of the driving-wheels, is no more than 8%
for the most perfect steam locomotive, whereas with the internal-combustion
engine locomotive an efficiency of 25% is reached.
2) Readiness for immediate service.
In a steam locomotive the steam has first to be generated, which, unless
the engine is kept under steam, occupies a few hours and means extra cost of
fuel and wages.
3) No fuel costs while the locomotive is at a standstill.
With steam engines the fire has to be stoked whether the locomotive is in
motion or not.
4) In some cases there is no cost of wages while the locomotive is idle.
8
For shunting engines, which, especially at smaller stations, are idle for
several hours a day, a saving is effected through the engine-driver being able to
do other work or take his off-hours during that time.
5) No consumption of water.
This is especially an advantage in countries where water is scarce, or where
boiler-feed water is expensive.
6) The possibility for longer journeys.
Mter a journey of 200 to 300 km the fire of a steam engine has to be cleaned.
An internal-combustion engine can be kept running for any length of time.
7) Generally a lower wage-bill.
A steam train requires at least an engine-driver, a fireman and a guard.
A motor train needs only one man. For a motor shunting engine one man
suffices, whereas a steam shunting engine needs an engine-driver and a fireman.
8) Cheaper handling of the fuel at depots.
The liquid fuel only requires pumping out of the tank cars into the storage
tanks and out of these into the tank of the traction vehicle.
The disadvantages are:
1) Higher initial cost.
A motor locomotive to-day costs about twice as much as a steam locomotive.
For motor vehicles the cost has to be compared with that of a small steam loco
motive plus trailer, and in this case the difference in price will be of little im
portance.
2) Smaller overload-capacity.
An internal-combustion engine can only be slightly overloaded and only
during a short time, as otherwise troubles may occur through fouling of the
engine. A steam engine, on the other hand, can be considerably overloaded,
though at the cost of efficiency. ·
3) More complicated construction.
4) Heavier weight for locomotives.
The data given hereafter for locomotives already built will give some idea
of this factor.
Another factor is, of course, the cost of fuel, but at the time of writing this
book fuel prices have changed to such a considerable extent that it is deemed
inadvisable to make any comparisons. When considering the cost due thought is also
to be given to local conditions.
9
I. THE ENGINE.
Types.
Diesel and petrol engines are generally called internal-combustion engines.
Combustion engines are engines consisting of one or more cylinders in each of which
a piston moves reciprocatingly. This movement of the piston is converted by means
of a connecting-rod and a crank into a rotatory motiori. The piston is propelled by
the ignition of the fuel fed into the cylinder, the combustion gas enclosed between
cylinder cover and piston exercising a strong pressure upon the piston and thus
setting it in motion, while the gas gradually expands. In this respect there is much
similarity between the combustion engine and an ordinary steam engine, the typical
difference being that the combustion gas inside the cylinder of the combustion engine
has a much higher temperature than the steam in a steam engine. This makes it
necessary to provide the cylinders of combustion engines with cooling jackets.
Pardy in consequence of this intense heat double-acting engines are apt to give
trouble at the stuffing-box and with the cooling of the piston, and for this reason
combustion engines are nearly always made single-acting, except in the case of the
very largest types, which, however, up to the present are not to be considered for
traction purposes.
There are two principal types of combustion engines: the Diesel engine and
the explosion engine. Formerly the Diesel engine was also called a constant pressure
engine, as the combustion was rather gradual, the explosion engine als<Y a constant
volume engine, as the combustion was rather instantaneous. To-day this contrast
has disappeared as both types of engines have a more mixed type of combustion 1).
Figures 1 and 2 show the theoretical diagrams of a constant volume engine
and a constant pressure engine, whilst figure 3 shows a theoretical diagram of a
more mixed type of combustion. Figures 4 to 9 are illustrations ·of various construc
tions, from which it will be seen that these engines when used for locomotives are
invariably of the vertical type.
The combustion cycle.
To attain a high efficiency it is necessary that the fuel charge burns completely.
Complete combustion can only be effected with a surplus of air, because only one
fifth part of the air consists of oxygen, making it less effective. This surplus of air
is particularly needed also because the combustion has to be completed quickly
and consequently every particle of the fuel must receive immediately the necessary
quantity of oxygen. For the combustion of one kg of fuel about 15 m3 air is required
in a petrol engine and about 20 m3 in a Diesel engine.
1) The characterising feature of a Diesel engine, according to the inventor, is: Compression
of the combustion air without fuel until considerably above the ignition point of the fuel; then
the adding of the fuel and the immediate combustion of same in this highly compressed hot air.
If, in an internal-combustion engine, air without fuel is compressed but instead of the ignition
taking place through the hot compressed air the fuel is ignited by other means (for instance by a
hot surface) then this engine cannot really be called a Diesel engine.
