USRE15942E - Fire ahd draft regulating system - Google Patents

Description

New. 11 1924. Re. 15,942

C. D. STEWART ET AL FIRE AND DRAFT REGQLATING SYSTEM Original Filed Aug 9. 1917 :5 sh d -s eet 1 INVENTOR CARLTON 0.5TEWART SIDNEY G. DOWN ATTORNEY Nov. 11 1924. R 15,942

C. D. STEWART ET AL FLRE AND DRAFT HEGULATING SYSTEM Original Filed Aug. 9. 1917 3 Sheets-Sheet 2 2 .i/ 3 rm. H A: 4, IIH I I w 3 I! m m 2 1m 7 2 Wu a m J L 5 .3 fl 7 V O 65: w 9 m 1 9 m, a 3 14v I, I 2 M u 4 7 8 3 8 4 3 w 2 o 4 2 4 6 a 2 I INVENTOR CARLTON D.STEWART SIDNEY G. DOWN ATTORNEY Nov. 11 1924. 7 Re. 15,942

C. D. STEWART ET AL FIRE AND DRAFT REGULATING SYSTEM Original Filed Aug. 9 1917 3 Sheets-Sheet INVENTOR CARLTON D.5TEWART smusv G'.DQ N

ATTORNEY Reissued Nov. 11, 1924.

cmrou n. swnwsn'r mans ons? s. DOWN, or BERKELEY, catuzonme FIRE AND DRAFT REGULATING SYSTEM.

W 1,,077, lllted lebmary 18, 1919, Serial No. 185,351, fled August 9, 1917. Appflioaflon lot reissue Med January 4, 1921.

110 all whom, it may concern: v

Beit known that'we, CARLTON D- STEWART and Similar G. Down, itizens of the United fitms, mums i Berkele in the county of Alameda and State of a/lifornie, have ly inv nted a certain new and useful moment in Fine and D az t Regulating Sys em f h ch h follo ng 18 a 89.69 fimtlqni This: re a s hewps fl V .7 th B of r qk o js, and more particularly where liquid ifne'gl s employed.

One obieot of our invention is to provide a boiler 1611; apparatus which is adapted to control 00 tion, either autoimtlcally, a y, part y man l y 111d Pu y automaticall Another is to pmvide an improved stoking apparatus ad ted to be controlled by valuations in deem oiler pressure.

The exhaust steam pressure in a locomotive is employed to force the draft and since the exhaust steam pressure will vary with the load on the loeonwtive, the efl'ect of the formed drait will be varied and this exerts a Main influence on the combustion of the liquid fuel; for example; if the oil burners 5 are placed at the front end of the fire box, the jet of fire will be toward the near of the 30 boilers and away from the fines. When the loeoamtiue is working heavily, the tendency 8 th draft in the fines to pull the fire .forwvatd; in this case, it LS necessary to incmw flit moun .of steam for atomizmg rposes .to overcome the draft through the 5 end draw the fire to the extreme rear end of the-firebox. On the other hand, if the fuel are located in the back of the ire 130K, with the flame directly for- 40 ward, an increased draft thrwgh the fines, onmsioued b the engine working 'heavlly, would pull fine the direction of the fines, in which case, 11: might be (insurable t p flieamount of Steam used In stemming; lt wal thusbe s en that tlw efie tnf na ons In Aim-i bro gh abou by fiemuees n the fiesu o exhaus ve neflectonthe act-10a 9f the iml .011 ut In order to compensate for the effect of ariations in forced draf d e to ariatio in hecxho st team essma no her o ject of our invention is to PI'OVld.Q W

Serial Io. 436,09.

means controlled b sure for also I: boiler.

Still another object of our invention is to provide means msponsive to vuigtioms in premure of the exhaust steam for regulating the boiler dra ft. a l

In rd r o m ntain a pr de n sir d il r p sure in the boi r, he f ue applied, and consequently th degr f fire provided, sh ld e in accordance with the variations in stea boiler pressure. And since, asbeiore stated, regulati n of the i u n s sh ld lso b controlled by the degree of exhaust steam pressure from the engine, another of our invention consists in providing means for automatically controlling the fire both by variations in steam boiler pressure and by variations in exhaust steam pressure.

In the accompanying drawi Figure 1 is a diagrammatic view of e li ger stoking apparatus applied to a locomotive steam boiler, and embodying our invention; Fig. 2 a sectional view of the apparatus shown in Fig. 1; and Fig. 3 a side elevation, partly in section, of a locomotive. showing the boiler stoking apparatus applied thereto.

As shown in the drawings, the apparatus may comprise a main controller 1 adapted to be operated by steam pressure from the boiler, an auxiliary controller 2' adapted to be controlled exhaust steam, and a valve mechanism 8 apted to be operated by said controller for regulating the flow of atomizin steam and liquid fuel to the burners.

'he main controller 1 may comprise a flanged casting to which is secured a Ba ing 4 having a piston chamber 5 containing a Piston One kis 0f plStOI-l 6 1s sub ect to the p es re of a 11 which is adapted to be adjusted means of an a jus i g nu 8 and th opposi e si communicates through a pipe 9 with the s al stem d m of the o ler A- Secured to piston 5 s a stem whi h i pivote y onne ted to a hel ank ev 1 h ving a crating the lever.

the exhaust steam esting the stoking o the he valve .3 may omprise an j w ug a alve phm erm m m handle 12 for manually .op-.

p ing 7. the pressure of ing a slide valve 14 for controlling communication from a liquid fuel supply reservoir B through a main 15 connected to a pipe 16 which leads to the fuel burners C and having a valve chamber 17 containing a slide valve 18 for controlling communication from a steam supply pipe 19 to a pipe 20 which supplies steam for fuel atomizing purposes to the fuel burners.

The fuel valve 14 is adapted to be operated by a rod 21 which is pivotally connected to one arm of the bell crank lever 11 and the steam valve 18 is adapted to be operated by a rod 22 pivotally connected to a lever 23.

The auxiliary controller 2 may comprise a casing having a piston chamber 24 containing a piston 25, one side of which is sub'ect to the pressure of a coil spring 26 and the other side bein connected to a pipe 27 through which ex aust steam, from the usual exhaust steam chamber, D of the locomotive, is supplied to the piston.

The piston 25 is rovided with a piston stem 28 having a pin 29 at the outer end adapted to work in an inclined slot 30 provided at one end of the lever 23, the opend of the lever being pivotally connected to rod 21.

In order to operate the dampers, a pivotally mounted lever 31 is provided, to the opposite ends of which are pivotally connected rods 32 and 33 respectively connected to the dampers 34 and 35. An arm 36secured to the lever '31 is pivotally conneeted to one end of a rod 37, the opposite end of which is pivotally connected to the lever 23.

In operation, steam at boiler pressure acts on piston 6 and when the steam pressure exceeds the adjusted pressure of spring 7 the piston 6 will be shifted to the right a distance corresponding with the rise in steam pressure and the valves 14 and 18 are then actuated through the bell crank lever 11 to vary the size of the openings through which 1i uid fuel and atomiz'in steam are supplied to the fuel burners the valve 18 being actuated through the lever 23, with the pin 29 acting as a fulcrumpoint for the lever.

When the boiler pressure falls, the spring 7 acts to move the piston 6 to the left and thus effect the movement of the valves 14 and 18 to increase the respective port openings.

The rocking of the lever 23 on the pivot pin 29 also. operates the rod 37 so as to move the dampers 34 and 35 and thus var the natural draft openings of the ash pan Exhaust steam pressure acts on piston 25 and when the exhaust steam pressure increases due to the 0 eration of the locomotive under heav uty, the piston 25 is shifted to the rig t, and the pin 29 acts in the slot 30 so as to depress the lever 23, the pivotal connection of the lever 23 to the rod 21 acting as a fulcrum. 22 is thereupon actuated to increase the opening of the steam valve 18 and the damper operating rod 37 is also operated to vary the damper openings.

When the exhaust steam pressure falls, the steam valve 18 is moved to restrict the port openings while the dampers are moved in the opposite direction.

It will be noted that the operation of the auxiliary controller does not affect the fuel valve 14, while the operation of the main controller causes the movement of the fuel valve as well as the atomizing steam valve and the dampers.

The above described operation of the auxiliary controller is adapted for a condition where the fuel burners are located at the forward part of the fire box, in which case, when the locomotive is working heavily, the tendency is for the draft in the fiues to pull the fire forward, so that it is necessary to increase the amount of steam for atomizing to overcome the effect of the forced draft through the flues and tend to draw the fire to the extreme rear end of the fire box.

On the other hand, if the fuel burners are located in the back of the fire box and the flame directly forward, the increased forced draft occasioned by the engine working heavily, tends to pull the fire in the direction of the flues, so that in this case it would be desirable to have the operation of the auxiliary controller reversed. so as to decrease the amount of atomizing steam as the exhaust steam pressure is increased.

It will be evident that the auxiliary controller operates independently of the main cont-roller to vary the position of the steam valve and the dampers, but when a change in the boiler pressure occurs, the parts are operated to vary the supply of liquid fuel, atomizing steam, and the position of the dampers, the lever 23 still working about the pin 29 as a fulcrum, although the sition of the pin 29 in the slot 30 may lave been changed due to the operation of the auxiliary controller.

A blower valve for controllng the flow of steam from the boiler to the usual blower; nozzle G may beautomatically controlled by the apparatus and for this purpose a valve device 38 may be provided comprising a casing having a valve chamber 39 connected to a live steam pipe 40 and containing a valve 41 for controlling communication from said valve chamber to a pipe 42 which leads to the blower nozzle G.

The valve 41 is provided with a stem 43 adapted to engage a pad 44 formed onv the lever 23.

The rod mot, so

mills movt in! 48 so that the valve 41 -of rm Under the condition sure and substantially no exhaust steam the-piston 6 being in its extreme hand position, the pad 44 will hold Shim 43 elevated and valve $1 of its filial: live steam is supplied to the W nozzle to .oreatetlie necessary forced It will be nomad that; omwand nwvmnnt of pidzon 25 by exlmudj steam ure of pad H away from will-closemd lihusumit of tho flow of steam to the blower Tin'mim; of the valve 4.1 is also cfof low boiler presthe operation offlmmain controller l,sol1wt the of said valve is dependent upa. 1 action of the main controller, lihc ioontmller, or the c binod action '7 of summo with the result am the proportionately with an "inn is'movul deopaase in boileror exhaust h. h h h stack either 1: roug t e engine ex aust passage or the wer-nomle.

.. Iixi isdesired to pnovide for manual inioadlfi automatic operation, the connooti ammo bell erqnk lever 11 is re and than parts mayzbe operated ,mrmalr i ilifimg the handle 12, the lever being in its adjusted position b a vspring pawl 46 to engage in nol ches 47of a mtdiet bar 48. It will be undemtood that with the man ual r 1 roliomihe imxiliary controller 2 is still a to shows the parts in accordance wifliwv'lriltiom in exhaust steam pressure and that the controller 2 may besmployed I for tho-mlopur nseof regulating the draft.

The apparatus above described is also ada 60 use powdered fuel instead of liquid fueLaaad in this case, air may be employed instead of atomizing steam for movmg and distributing the powdered fuel. It will be evident that the draft alone may be controlled by variations in exhaust steam pressure from the engine by merely omitting the rod connections from the lever 23 to the valve device 3.

Having now described our invention, What we claim as new and desire to secure by Lettors Patent, is:

1. In a liquid fuel burning apparatus, the combination with a valve device for supplying steam for atomizingthe fuel, of means controlled by exhaust steam pressure from an engine operated by steam from a boiler heated by the burning of liquid fuel for operating said valve device.

2. In a liquid fuel burning apparatus, the combination with a valve device for varying the supply of steam for atomizing the el, of a plston device operated according to variations in exhaust steam pressure from an engine operated by mam from a boiler heated by the burning of liquid fuel for operating said valve device.

3. In a liquid fuel burning apparatus, the combination wiljh a valve device for varying the supply of steam for atomizing the fuel and means for varying the supply of air for .wmhustion, of a piston device operated by variations in exhaust diczun pressure an engine operated by steam from a boilcr heated by the burning of liquid fuel for operating said valve device and said means.

4;. In a liquid fuel burning ap mratugthc combination with means for supplying steam for ionizing the fuel, of a main controller operated by variations in boiler pmssure and an auxiliary controller operated by vu'iations in gins operated by swam from a boiler belated by the burning of liquid fuel for controlling the o p p on of said means 5. no liquid fuel burning apparatus, the combination with a valve for supplying mm for atomizing the fuel and means for varying the supply of air for combuflaon, of a maincontroller operated by variathms in boiler pressure and an auxiliary mntrollcr operated by variations in exhaust steam resume from an engine operated by steam 7 mm aboilcr heated by the burning or liquid fuel for opeuating said valve and said means.

6. In a liquid fuel burning apparatus, the combination with a valve for sup lying steam for atomizing the fuel and a valve for varying the fuel supply, of a main controller operated by variations in boiler pressure for operating said valves and an auxiliary controlls! operated by variations in exhaust steam pressure from an engine operated by steam from a boiler heated by the burning of liquid fuel for also sifcotingthe operation of the atomizing steam valve. I

7. In a liquid fuel burning apparatus, the combination with a valve for varying the supply of steam for atomizing the fuel and a valve for varying the supply of fuel, of manually operated means for actuating said valves and a controller operated by variations in exhaust steam pressure from an engine operated by steam from a boiler heated by the burning of liquid fuel for also operating said atomizing steam valve.

8. In a liquid fuel burning apparatus, the combination with a valve for varying the supply of steam for atomizing the fuel, a valve for varying the supply of fuel, and means for varying the supply of air for combustion of the fuel, operated by variations in boiler pressure for operating saidvalves and said means and an,

auxiliary controller operated by variations in exhaust steam pressure from an on ine operated by steam from a boiler heated by exhaust steampressum from an 211- of a main controller the burning of liquid fuel for operating the atomizing steam valve and said means.

9. In a liquid fuel burnin apparatus, the

combination with a valve or varying the supply of steam for atomizing the fue and a valve for varying the su ply of fuel, of a lever for actuating said v es, a main controller operated by variations in boiler pressure for actuating said lever to operate said valves, and an auxiliary controller operated by variations in exhaust steam pressure from an engine operated by steam from a boiler heated by the burning of liquid fuel for actuating said lever to operate said atomizing steam valve only. a 10. In a liquid fuel burning apparatus, the combination with a valve for supplying steam from the boiler to force the draft, of means operated by exhaust steam pressure from an en e o erated by steam from a boiler heate by t e burning of liquid fuel for operating said valve.

11. In a liquid fuel burning apparatus,

the combination with a valve for supplying steam from the boiler to force the draft, of means operated upon a decrease in boiler pressure and u on a decrease in exhaust steam pressure rom an engine operated by steam from a. boiler heated by the burning of liquid fuel for operating said valve. 12. In a liquid fuel burning apparatus, the combination with a valve for supplying steam from the boiler to force the draft, of means operated by exhaust steam pressure from an engine operated by steam from a boiler heated by the burning of liquid fuel for' supplying steam for atomizing the fuel and adapted upon a decrease in exhaust steam pressure or operating said valve.

13. In a liquid fuel burning apparatus, the combination with a valve for supplying steam from the boiler to force the draft, of means operated by boiler pressure for supplying steam for atomizing the fuel and adapted upon a decrease in boiler pressure for opening said valve.

14. In a liquid fuel burning apparatus, the combination with a valve for varying the supply of steam for atomizing the fuel, a valve for varying the fuel supply, and means for varying the supply of air for combust-ion, of a lever for actuatin said valves and said means, a main contro ler operated by variations in boiler pressure for actuating said lever to operate said valves and said means, and an auxiliary controller oper by variations in exhaust steam pressure from an en 'ne operated by steam from a boiler heate by the burning of liquid fuel for actuating said lever to operate the atomizing steam valve and said means.

15. In a locomotive, the combination with a steam boiler and furnace and mmhanism for controlling the draft at the furnace, of means positioned as the pressureiof the exhaust steam from the locomotive increases for operating said mechanism to increase the amount of draft and as the pressure of the exhaust steam decreases to decrease the amount of draft.

16. In a locomotive, the combination with a steam boiler and furnace and mechanism for controlling the draft at the furnace,-.of means subject to-and positioned as the degree of pressure of the exhaust steam from the locomotive increases for actuating said mechanism to increase the amount of draft.

17. In a locomotive, the combination with a steam boiler and furnace and mechanism for controlling the draft at the furnace, of a piston subject to the pressure of the exhaust steam from the locomotive and operatively connected to said mechanism for op-' erating said mechanism. In testimony whereof set our hands.

CARLTON D. STEWART.

SIDNEY G. DOWN.

we have hereunto

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