US1828116A - Locomotive stoker - Google Patents

Description

@cin 20, 1931.

N. M. LOWER LOCOMOTIVE STOKER Filed Feb. s, 192s 5 sheets-sheet, l

LOCOMOTIVE STOKER Filed Feb. 8, 192e 5 'sheets-sheet 2 @at 20, i931. N. M. LOWER 1,828,116

LOCOMOTIVE STOKER Filed Feb. 8, 1926 5 Sheets-Sheet 3 l ag!!! IER Oct. 20, 1931. N. M. LOWER Lal@ LOCOMOTIVE STOKER Filed Feb. 8, 1926 5 Shee'ts-'Shee 4 l J7/79915 /y Elbe/T7257@ ff lou/@74 Oct, 20, 1931. N. M. LOWER 1,828J16 LOGOMOTIVE S TOKER Filed Feb. 8, 1926 5 Sheets-Sheet 5 Patented Oct. 2U, 1931 UNITED STATES PATENT oFFlcEj NATHAN M. LOWER, F PITTSBURGH, PENNSYLVANIA, ASSIGNOR, BY MESNE ASSIGN- N MENTS, T THE STANDARD STOKE-R GOMPANY INC., OF NEW YORK, N. Y., A COR- PORATION 0F DELAWARE LOCOMOTIVE STOKER Application led February rlhis invention relates to stoking mechanisms for locomotives and has for its principal objects to reduce the weight of those portions carried by the locomotive; to reduce the space required on a locomotive for the reception of the stoker and particularly with respect to the driving mechanism; to provide a continuous flow of fuel to the locomotive;

to facilitate the original assembly andthe' removal and replacementof parts; and to generally improve the serviceability lof the Stoker. Many more specific objects and many advantages of the invention willappear as the disclosure proceeds and the description is read in connection with the accompanying drawings illustrating the preerred embodiment, and in which Fig.` 1 is a longitudinal section through the Stoker and portions of a tender and locomotive;

Fig. 2 is a plan view of the stoker with a part of the tire box shown in section;

Fig. 3 is a rear elevation of the stoker with parts of the casings broken away to reveal the interior mechanism; y

Fig. 4 is a sectional view taken on the line 4 4 of Fig. 3; y

Fig. 5 is a fragment of a sectional view taken on the line 5-5 of Fig. 3;

Fig, 6 is a sectional view taken on the line 6-6 of Fig. 3, with the upper portion of the elevator tube removed;

lig. 7 is a sectional view taken on the line 7--7 of F ig. 3;

Fig. 8- is an enlargement of a portion of Fig. 1, illustrating the mounting of the dividing rib;

Fig. 9 is a sectional view taken on the line 9-9 Ofrig. e;

Fig. 10 is a rear elevation ofthe casting D;

Fig. llis a plan view of that casting;

Fig, 12 is a transverse section through the elevator bores;

Fig. 13 is a side view or' that casting looking from the right of Fig. 10;

Fig. 14 is a partial rear elevation of a locomotive with the Stoker-applied;

Fig. 15 is a' diagrammatic illustration of a slight modification in the driving mecha- 8,; 192e. serial No. 86,843.

nism by which the transverse shaft is located in front of the elevating screws, and

Fig. 16 is a sectional view similar to Fig. 8, illustrating the corresponding modification in the base casting; and v F ig. 17 is a diagrammatic illustration of the driving mechanism with the worms and coal forwardly to the locomotive 11, and two elevators B and C, which raise the coal in separate streams and deliver it to distributor tubes 12 by which it is scattered over the gratos 13, as indicated in Fig. 1.

The transfer conveyor consists essentially of a trough 14 loosely mounted beneath a slot" 15 in the base-of the tender and having therein a screw 16 adapted to urge the coal along the trough and in cooperation with the crusher 17 reduce lumps of coal to proper size for firing. Each of the elevators includes a substantially cylindrical casing 18 and Ia screw 19 rotatably mounted therein and serving to convey the coal upwardly and discharge it into the distributor tubes 12.

The `juncture between the forward, or delivery "end of the transfer conveyor and the lower, or receiving ends of the elevators, is Jformed by a casting D, which forms both the base for the stoker and a casing, or casings, for many of its parts. In the intermediate portion of this casting there is a chamber 2O into whichthe screw 16 forces the coal. On each side of the chamber 2O is an upwardly and outwardly inclined chamber, or bore, 2l forming the lower portion of the elevator casings and communicating with the intermediate chamber 20 through a door, or passage 22.

Adjacent'tothe upper end of each borell'21, L

vthe casting is rabbeted, or counter-bored, to form a seat 23, for the reception of the re- .i 50 to permit it to be readily turf..

movable section, or casing proper 18, of the elevator, which is secured in theseat by the clamping bolts 24.

The upper end of each casing 18 is enlarged and provided with a seat 25 similar to the seat 23 and receives therein an elbow 26, which forms a continuation of the elevator casing and serves to -turn the stream of coal forwardly and deliver it to the distributor tube 12. The upper rear portion 27 of the elbow is substantially sphericai, while its forward portion is cylindrical"` and terminates in a hub 28, having a seat 29 to receive therear end of the tube i2, which is secured in place by hook bolts 30, substantially as described in my prior Patent No. 1,410,687 issued March 28, 1922, to which reference is made for a specific description of the construction and operation of the distributor tubes 12.

The hub 28 of the elbow is equipped with a steam jet 31 for furnishing the blast to propel the coal through the tube and give it the momentum necessary to scatter it over the gratos.

The upper portion of the elbow is equipped with a boss 32 which forms a bearing for the end portion 33 of the screw 19. Just below the bearing the screw is equipped with stirrers, or paddles 34 that serve to feed the coal `forwardly into the distributor tubes 12.

The casting D has a rearwardly projecting cylinder 35 communicating with the intermediate chamber 20 and having a universal connection with the front end of the trough 14 whereby the transfer conveyor is continuously in communication with the chamber 20' although the engine and tender are permitted limited relative movement in substantially all directions.

The front wall of the chamber 20 is provided with a lug 36 which is perforated in alignment with an opening 37 in the bottom of the chamber to receive a hinge pintle 38 'by which the dividing rib 39 is attached to the forward portion of the chamber. rlhis rib serves to divide the advancing stream of coal into two branches which are diverted laterally into the receiving ends of the' elevators.

At one side of the chamber 2O the casting is provided with a wing 41 (Fig. 9) spaced from the side wall and bored in alignment with a thickened portion 42 thereof to receive a push rod 43 having at its inner end an elongated opening 44 to receive stud 45 on the dividing rib. The outer end of the rod 43 is equipped with a relatively coarse thread 46 cooperating with a wheel 47'., received in the pocket 48 between the wing and the wall, and projecting upwardly through a slot in the deck 49 (Fig. 1) of the locomotive@ The periphery of the wheel is prov l e with teeth ved with pressure of the foot, or by the uapplication of a bar to swing the dividing rib.

The dri/ving me cham'sm Generally speaking the driving mechanism consists of worm gearing driven by a small high speed multi-cylinder engine. The casting D forms a frame work to maintain the gearing in proper relation and has chambers and bores in which it is housed.

At the lower portion the casting has a cylindrical bore 51 (Figs. 1, 3 and 4) in which worms 52, 53 and 54 are mounted and connected by clutch mechanism to operate as a worm shaft lying transversely across the locomotive adjacent to the lower ends of the elevators, which worms mesh with worm gears 55, 56 and 57 connected with the elevator screws 19, 19, and the rtransfer screw 16, The worms 52 and 53 have cylindrical portions 58 and polygonal portions 58a at their opposite ends. A sleeve 59 journaled in the soft metal bearing 60 in the bore 51 has complemental forms on its interior to receive the adjacent squared and cylindrical portions and thus connect the two worms for joint rotation. A clutch sleeve 61 slidably mounted in the bore 51 has cylindrical and polygonal portions to receive the complemental sections on the worm 53 and has also a reduced cylindrical portion 62 to receive the journal 63 on the left endof the worm 54. Adjacent faces of the sleeve 61 and the worm 54 are provided with clutch teeth 64 whereby the worm 54 may be made to rotate 65 carried by shaft 66, which is controlled l by a lever mechanism 67 having a handle 68 at the side of the elevator C.

A sleeve 69 connects the worm 52 with a stub shaft 7 0 equipped with a gear 71, meshing with a pinion 72 on the crank shaft 73,

of the engine 74.

The worms 52 and 53 wind iii the opposite direction and substantially equalize the thrust developed in driving the elevator screws 19, the left of which rotates to the ri ht when viewed from the top and the rig t in the opposite direction. The anti-friction bearings 75 and 76 are supplied to take the thrust of the Worm 54 and any of the thrust from the other Worms that may notfbe absorbed by their opposite action. f

The right end of the bore 51 is enlarged to form a seat 77 which receives a flange 7 8 on the cap 79 bolted to the casting at 80 and supporting the anti-friction bearing 75 in proper position. The opposite end of the bore 51 has a similar seat 81 receiving a thrust plate 82 which is interposed between the casting D and the bed of the engine 74 and supports the bearing 76 in proper position. Any thrust of the worm 54 actin towards the left in Figs. 3 and 4 will be transl mitted through the rounded portion 63 to the worm 53, to the sleeve 59, to the worm'52, to the sleeve 59 and from it tothe bearing, 76. rlhrust in the oppositeI direction will be transmitted by the shoulder 83 on the worm 54 to the bearing 75. rIhe worm gears 55 and 56 are made fast by keys on reduced Shanks 84 (Fig. 6) at the lower endsof the elevating screws 19. The

lower end of each of these shanks is mounted in an anti-friction bearing 85 seated within a flange 86 at the base of a cage 87, which projects through the casting D at the bottom, a's best illustrated in Fig. 6. The cage is somewhat cup-shape in form and receives on its top a disk 88 having a depending flange 89 forming a seat for an anti-friction bearing 90, in which the extended hub 91 of the gear 55 is fixed. Extending upwardly from the disk is a tubular flange 91, having a soft metal bearing 92 on its interior, and dustcollecting threads, or rings 93 on its exterior, L which cooperate with the cupishape dust guard 94, on the lower portion of the screw 19. The dust guard carries the lower portion 143 0f the elevator vane.

Each bore 21 has a shoulder 95 adjacent to' the bottom to receive a flange 96 on the top of the cage 87. 'A split ring 97 expanded into a groove 98 in the bore 21 rests on the disk 88 and secures the cage 87 and with it the elevating screw assembly 19 within the casting D. Above the ring 97 is a anged dust guard 99 which protects the joint in service.

At the right of the elevator C the casting D is equipped with a bore, or chamber 100 (Fig. forming a housing for the worm wheel 57, by which the transfer screw isv driven. This gear is fixed upon a stub shaft 101 which has a reduced portion 102 equipped with an anti-friction bearing 103- carried by the flanged cap 104 and,v opposite to the reduced portion, an enlarged portion 105 equipped with an anti-friction bearing 106 mounted in a fianged cover 107 bolted to the back of the casting D. The. shaft 101 is operatively connected with the rear end of the transfer screw to through gearing '108, shaft 109, universal joints 110 and slip joint'111. The chamber 100 communicates at its bottom with the bore 51. as shown in Fig. 7 to permit the worm gear 57 to mesh with the worm 54.

The cages 87 are slotted at one side, as indicated at 112 (Fig. 6) to permit the wormgears 55 and 56 to mesh with the worms 52 and 53 respectively.

The iy wheel 113 (Fig. 5) is journaledv on the crank shaft 73 to rotate freely on the bearing 114. Hub 115 fixed to the crank shaft carries a friction disk 116 bearing against the 'friction surface 117 on the iy wheel.

The elevators are provided with means for localizing jams along the rear sides of the casings and are equipped with doors 118 re- ,casting D, which is normally open at the top.

,the deck at 142. Under normal conditions it.

transfer conveyor and laterally through the openings, or doors, 22, which extend from the line 120 (Fig. 11)- rearwardly and outwardly to the line 121 and from the edge of the spoon-shaped bottom at 122 up to the line 123 (Fig. 12) exposing a large portion of a turn of thescrew to the fuel in the chamber 20. Y

The vanes of the screws being inclined, the tendency of the coal is to roll down them and centrifugal force tends to throw the coal laty erally from the screws. Hence, itis necessary to deliver the fuel through the doors 22 under sucient pressure tofovercome these tendenj cies, otherwise the coal will mill around without rising. The transfer screw continuing to feed the coal to the chamber 20 forms Sullicient pressure to advance that coal through the doors 22 against the tendency of the coal to fall from the elevators back through those doors and thus the coal on the vanes 1s supported by the oncoming coal.

The base casting D is provided with a foot 124 at the front (Figs. 1 and and two feet 125 (Figs. 10 and 14) at the rear by which the stoker is supported y011 the frame 126 o f the locomotive.k The proportions vary in dlffer.- ent locomotives and brackets 127 interposed between the feet 124 and 125 and frame 126 may be varied to locate t-he stoker in proper relation to the lire box.

As a. general rule the engine will be suiiciently supported by the bolts which clamp the engine bed to theibase casting of the Stoker, but of course this" may be supplemented by suitable brackets where occasion may require. Y f

The deck 49 is cut away to form a door opening above the chamber 20 in the base Z-bars 130 fixed to the casting extend along l the front and the rear off'the opening and support the deck. A door made in two pieces hinged together at 141 is hinged to is in the position shown in Fig. 8, but when "l it is desired to have access to the chamber 20 the door may befolded upon itself and rearwardly on the deck in an obvious manner. VVhem for any reason, the transfer conveyor `1 is not operative this door may be opened and the fuel shoveled directly into the chamber 20, thus permitting the stoker to be continued in service so far as effectively distributing the coal is concerned, without opening the v1 lire door to admit destructive drafts' of cold alr.

In some locomotives there is suiiicient clearance to permit the transverse bore in the base casting to be located in front 'of the elevator casings, as indicated diagrammatically in Fig. 15, where 131 indicates the worm gears on the elevator screws; 132 the corresponding worms; 133 the worm for driving the transfer screw; 134 the reduction gearing, and 135 the engine. In such a case the base casting D D may be changed, as indicated in Fig. 16, where the bore 136 for the transfer shaft 137 is substantially at the front portion of the casting. This permits the spoon-shaped bottom 138 of the chamber 139 to be given a more gradual slope, or where desirable, it will permit the over-all lengths of the base casting to be reduced.

By driving the screws continuously it becomes possible to greatly reduce the size of the conduits while maintaining the ability to supply the maximum amount of coal required for the locomotive. This reduction in size permits an enormous reduction in weight, particularly of those parts of the Stoker that are carried by the locomotive.

In this instance, a four-cylinder engine, making about 800 revolutions per minute, permits the engineto be located at the'side of the locomotive adjacent to the ljuncture of the elevating and transfer screws, where it can be connected with those screws by very short and direct driving mechanism.

Through the reduction gearing at the end of the crank shaft and the reduction in the worm gearing, the speed is stepped down until the screws are given about 80 revolutions per minute. With this ratio and the high speed, a

small engine can develop suicient power tol crush the coal in the transfer conveyor and advance it along both the transfer conveyor and the elevators.

On some locomotives the reduction gearing will notA be needed, but, due to the ratio or the relation of parts on many, if not most locomotives, there is insufficient space in that particular locality to accommodate gearing of suflicient size. p

An engine located at one side of the locomotive at about the height of the space between the frame and the deck, driving a shaft running' across the locomotive in that space alongside the ends of the elevating screws and small gearing connecting the shaft and the screws makes a very compact organization that is low in weight and so small in size that it can be mounted on small (as Well as large) locomotives close to the work to be done without disturbing the fixed standards of locomotive practice, and it can develop suiicient power to supply the largest fire boxes. f I

The normal relationship is illustrated in Figs. 1 and 14 from which it will be seen that i mechanism is between the frame 126 and the deck 49 in close relationship to the screws to be driven and adjacent to the back head 129. It will occasionally happen that the bottom of the crank case and the lower portion of the fly wheel will extend below the upper surface of the frame, but no vital change in locomotive practice is required to apply this simple organization to locomotives both in the United States and foreign countries.

On most locomotives this space is so small that there is insufficient room to remove the lower portion of the housing for the gears, and permit them to be inspected or replaced. For that reason the housing for the worms is made as a bore in the base casting and the worms are made physically separate to facilitate the original assembly and the replacement after they have become worn in service. The worm 52 can be readily inserted and withdrawn from the left side of the stoker after the engine has been removed. The worms 53 and 54 are readily inserted and withdrawn from the right side of the Stoker after the cap 79 has been removed. When these worms are of the same radius and the same pitch there is no need to remove the worm gear 57 in order to remove or insert the Worm 53, but where otherwise the worm gear 57 can be readily removed by first detaching the cover plate 107.

The elevator screws, with or without the casings 18, may be readily removed and replaced by unfastening the hook bolts 30, prying up the dust ring 99 (Fig. 6) and removing the split ring 97.

The power mechanism for swinging the dividing rib 39 permits thatrimportant con trol element to be shifted with ease under the varying conditions of service. As the transfer screw tends to feedmore to one side than the other, and that tendency varies with the physical character and condition of the coal, this ability to change the position of the dividing rib so as to better control the feed of the elevators is very advantageous.

The friction drive between the crank shaft and the fly wheel relieves the strain on the mechanism when a large lump of coal is to be crushed, or when some foreign matter clogs one of the screws. The energy stored ,up in the iiy wheel is thus permitted to ex-y pend itself harmlessly.

In the diagram shown in Fig. 17, 150 is Vthe transverse shaft equipped with bevel gears 151, 152, and 153, instead of worms and these mesh with bevel gears 154, 155, and 156, in the place of worm gears shown in the beveled form. The operation of this modified gearing is enhanced by the use of what are lmown as Spiral bevel gears.

I claim as my invention- 1. In a locomotive Stoker, the combination of a casing having an opening to the rear, a plurality of openings at the top and a transverse bore, a transfer conveyor communicating with the rearward opening and including a transfer screw, elevators communicatlng vwith the top openings and each including an elevator screw, a worm gear for each elevator screw, a worm in the transverse bore meshing with each of the worm gears, a third worm gear in the casing operatively connected with the transfer screw, and the third worm in the Atransverse bore meshing with the last-mentioned worm gear.

2. In a locomotive Stoker, the combination of a transfer conveyor and a plurality of elevators, a casing joining the delivery end of the transfer conveyor with the receiving ends of the elevators and having a transverse bore adjacent to the proximate ends of the transf er conveyor and elevators, means for driving the conveyors including a plurality of structurally separate worms mounted in said bore and operating in unison.

3.` In a locomotive stoker, the combination of a transfer conveyor'including a screw, an elevating conveyor including a screw, and means for driving the screws including a plu- Y rality of aligned worms and clutch mechanism for connecting the worms for simultaneous rotation. Y

4. In a locomotive Stoker, the combination of a single substantially horizontal transfer screw, two elevating screws having their receiving ends adjacent to the delivery end of the transfer screw, a casing connectin the proximate ends of the several screws an havj ing a bore transverse to the transferscrew, means for driving the Several screws including three physically separate worms, and means for constraining the worms to rotate 1n unison.

. 5. In a locomotive stoker, the combination of a pair of elevators, each including a screw,

' worm gears for driving the screws in o 0- site directions, and right and left hand worms respectively driving the worm gears.

6. In a locomotive Stoker, the combination of a pair of elevator screws aligned transversely to the locomotive, an engine including a crank shaft having its axis extending transverselyt'o the locomotive and adapted to rotate continuously, and spiral caring `driven by they crank shaft and driving the elevator screws. p A

7. In a locomotive Stoker, the combination of a substantially horizontal transfer screw,

a pair of diverging elevator screws having their receiving ends adjacent to the delivery end of the transfer screw, a plural-cylinder engine at one side of 'the proximate ends of Ithe three screws, transmission' mechanism connecting the engine with the three screws and including a worm gear for each elevating screw, and structurally separate worms driven by the engine and meshing wlth the worm gears.

8. In a locomotive Stoker, the combination of a palr of elevator screws, a caslng adjacent to the lower ends of the elevator screwshavi gears..

l0. In alocomotive Stoker, the combination of a pair of elevator screws, a casing adja- Y cent to the lower end of the elevator screws having a bore transverse to the Screws, a worm gear in driving relation to each screw, and opposed right and left hand worms in the bore of the casing meshing with the worm gears, said worms being structurally separate whereby they may be inserted and removed through corresponding ends of the casing.

1l. In a locomotive Stoker, 'the combination of a single transfer screw and a plurality of elevating Screws, and means for drivin the screws including opposed right and left and worms for the elevating'screws, a third worm for the transferv screw in alignment with the first worms, worm gears meshing with the respective worms and operatively connected with the respective screws, and thrust bearings for the third worm.

l2. In a locomotive Stoker, the combination los y of a single transfer Screw and a plurality of I gnol posite hand to equalize the thrust, and thrust bearings adjacent to the opposite endsof the bore for taking the thrust of the third screw.

13. In a locomotive Stoker, the combination of a casing having a transverse bore, av 'worm 1n the bore, the casing also having an upwardly extending bore, an elevating screw for the last-mentioned bore, a'worm gear, bearings for the screw ,and gear, and'l cage for the gear having an opening opposite to I the worm, the elevating screw with its worm gear and cage being removable as a unit from the casing,

14. In alocomotive stoker, the combination of a small chamber, a plurality of elevators communicating with thev chamber, a transfer conveyor delivering lto the chamber, a dividin rib pivotally mounted in the chamber for dividing the fuel delivered thereto, a nut fixed against lateral movement,

. and a screw cooperating with the nut and connected with the dividing rib.

15. In a stoker for locomotives including a back head, a grate extending forwardly from the back head, a deck extending rearwardly from the back head, a small chamber,

a plurality of elevators communicating with on the receptacle.

17. The combination of a locomotive in# cluding a backhead and a deck extending rearwardly from the backhead and having a door opening therein, a door for the opening hinged to swing upwardly from the deck, a

stoker including a receptacle below the door opening, and a support fon the deck at the Y rear of the opening and resting on the receptacle.

18. The combination of locomotive including a backhead and a deck extending rearwardly from the backhead and having a door opening therein, a door for the opening, a Stoker including a receptacle. below the transversely to the locomotive at one side of the axis of the screw and adjacent to its lower end and spiral gearing between the shaft and the elevator and between the shaft and the transfer conveyor.

21. In a locomotive Stoker, a transfer conveyor bringing coal to the locomotive, an elevator extending along the back head of the locomotive and receiving coal from the transfer conveyor, a screw in the elevator, a worm gear on the screw adjacent to its lower end, a small high speed reversible engine for driving the elevator screw and the transfer conveyor with continuous motion and low speed transmission mechanism between the engine and the screw including a shaft at one side of the axis of the screw, a worm on thev shaft meshing with the worm gear on the screw and gearing connecting the engine and the transfer conveyor.

22. In a locomotive stoker, the combination of a substantially horizontal transfer screw bringing coal to the locomotive, a plurality of upwardly extending screws receiving coal from the transfer screw and raising it to an elevation suitable for firing, a small high speed reversible engine located at one side of the locomotive below the cab and low ratio transmission mechanism including a shaft lying adjacent to the lower ends of the elevating screws and at one side thereof, and independent' gearing connecting the shaft with the elevating screws and with the transfer screw. v

In witness whereof I affix my si nature.

NATHAN M. L WER.

door opening, and a transverse bar resting on the receptacle and supporting the deck.

19. In a locomotive Stoker, the combina tion of a pair of elevator screws, a casing adjacent to the lower ends of the elevator screws having a bore transverse to the screws,

Y a worm gear in driving relation to each screw,and worms for each worm gear in 'the bore of the casing meshing with the worm` gears, said worms being structurally separate whereby they may be inserted and removed while the worm gears are held in their respective positions.

20. In a locomotive Stoker, a transfer conveyor bringing coal to the locomotive, a screw elevator extending along the backV head of the locomotive and receivin coal from the transfer conveyor, a small hig speed reversv ible engine for driving the elevator screw and the transfer'conveyor with continuous motion and located at one side of the loeomo- Y tive below the cab, and low ratio transmission mechanism including a shaft extending

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