Mk Rail Corporation

Gregory T Lucier

Edward C Allen

Longitudinal end portions of an elongated twenty-cylinder engine are disassembled to remove a cylinder location from each end of each cylinder bank for converting a crankcase from a twenty-cylinder, two-cycle, V-type diesel engine to a sixteen-cylinder configuration for use in a diesel electric locomotive. Peripheral air box access windows are provided at each longitudinal end of the crankcase. Portions of the exhaust deck, water jacket side wall and internal cylinder retainer support framing from the disassembled end portions are return welded to the remaining structure after separation of each endplate. Distal edges of longitudinally-extending remaining crankcase framework are machined to provide for receiving a new planar endplate of increased thickness gage at each end. Vibration and thermal stress-relief are applied before external surfaces of the new endplates are machined. The power deck for each cylinder bank is machined uniformly to relocate each camshaft with uniform downward displacement; the crankshaft relationship is predetermined accordingly, and openings for endplate support drive openings maintain their same angular and dimensional relationships to the camshafts and crankshaft.

Cylinder conversion fabrication of crankcases for two-cycle V-type

Procedures for machining static crankcase structure, free of motive-drive components, and fabricating in-place preselected thickness gage endplates to provide crankcases for continued use of two-cycle V-type diesel electric locomotive engines. In crankcase refabrication procedures, original endplates are removed and distal edges machined to preserve overall crankcase length within tolerance limits. Externally cut openings in peripheral air box side walls and removal of an upper portion of each endplate provide access to internal framework members for removal of the endplates. Power deck surfaces are machined uniformly and camshaft locations are determined trigonometrically responsive to such downward displacement of the power deck. The new endplates are welded in place, free of drilled or tapped drive component openings. Subsequent machining of the new endplates compensates for any existing vertical or transverse cant of each endplate. Stub shaft support and other openings for endplate support of drive components maintain their same angular and dimensional relationships to the relocated camshafts and crankshaft.

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Boise, ID, United States of America

Gregory T Lucier