4 |
BALDWIN LOCOMOVTIVES |
 Top View of the Cast Steel Underframe |
necessary for clean effi- cient combustion in a me- dium speed diesel engine. The visual evidence of clean, economical com- bustion is the absence of smoke at the exhaust out- let, and this feature, as previously mentioned, was the subject of favor- able comment during the various tests. There are many advan- tages resulting from slow, even combustion, the |
|
pad is inserted between the sub-base and the main underframe to provide protection against rail shock. Vergne Model "VO," four-cycle, six-cylinder solid injection, cold starting, full diesel engine direct connected with the main and auxiliary generators. It has a cylinder bore of 12 1/2 inches, a piston stroke of 15 1/2 inches and is rated at 660 b.hp. at 600 r.p.m. This modern De La Vergne design is backed by the experience gained in forty years of building solid injection oil engines and twenty years of building solid injection diesel engines. De La Vergne's association with oil engines dates back to the year 1893, when this com- pany obtained the sole American rights to man- ufacture the English Hornsby-Ackroyd engine. The first solid injection diesel engine produced in the United States was built by De La Vergne in 1917. The engine of locomotive 62000 is unique in that it contains a number of features which are new in railroad diesel practice, features which have definite advantages in operation and maintenance, resulting in lower costs and in- creased profits. An exclusive De La Vergne feature of major importance is the spherically shaped combus- tion chamber which is cast integral with the cylinder head and is connected with the cyl- inder combustion space by a throat. The contour of the chamber and throat are such that air, rushing in from the cylinder dur- ing the compression stroke, creates a turbu- lence which is controlled in such a way that the air is thoroughly mixed with the atomized fuel. This thorough mixing results in a rel- atively slow sustained combustion period so |
more important of which may be summarized as follows: 1.It permits a longer injection period than is pos- sible in other locomotive diesel engines of similar size, resulting in low fuel injector opening pressures and low fuel injection pressures. The injection pressure of the De La Vergne engine is about 3300 pounds as compared with a direct injection pressure of 6000 pounds or more found iť other types. The De La Vergne firing pressure is about 650 pounds, a distinct gain over other types where pressures range from 730 to 1000 pounds. 2. The orifices of the multiple spray nozzle can be made unusually large, thus minimizing the tendency to clog. Larger openings combined with lower injection pressure and the conse- quent lower velocity of the oil, give greatly reduced erosive action at the nozzle.  45 Miles Per Hour. |