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March 11, 1947.
c_ D, BARRETT
STEAM LOCOMOTIVE BOILER»
Filegi Sept. 29, 1942*
ash/i522;
2,417,343
s Sheets—Svheet 1‘
INVENTOR:
BY
(‘/mriesllb’mwe/Z
ATTORNEYS.
March 11, 1947.
c. D. BARRETT
STEAM LOCOMO'TIVE BOILER
2,417,343
Filed Sept. 29, 1942
5 Sheets-Sheet 2
A TTORNEYS.
March 11, 1947.
c.v D. BARRETT
2,417,343
STEAM LOCOMOTIVE BOILER
'
Filed Sept. 29, 1942
5 Sheets-Sheet '3
' MI MW
F5IG';.
ATTORNEYS.
March 11, 1947.
c. D. BARRETT
_ STEAM LOCOMOTIVE BOILER
2,417,343
,Filed Sept. 29, 1942
‘ 5 Sheets-Sheet 4 ‘
WITNESSES:
ATTORNEYS.
March 11, 1947.
C. D. BARRETT I
2,417,343
STEAM LOCOMOTIVE BOILER
Filed Sept. 29, 1942
'
-
_
s Sheefs-Sheet 5
_
ATTORNEYS.
Patented Mar. 11, 1947
‘
2,41
UNITED STATE$ FATENT OFFECE
2,417,343
STEAM LOCOMOTIVE BOILER
Charles I). Barrett, Altoona, Pa.
Application September 29, 1942, Serial No. 460,074
12 Claims. (01. 1l0-—61)
This invention relates to improvements in
steam locomotive boiler .
tion of the fuel in locomotive boilers without
necessitating the use, either directly or indirectly,
inders through the exhaust nozzle and into the
additional combustion-supporting air into the
locomotive stack. The combustion rates are much
?rebox above the grate and thereby reduce the
higher in locomotive boilers than in static-nary 1o amount of air concurrently drawn in from beneath
thereon is Very high. As a result, the smaller 15 when passing through the fuel bed is considerably
unburned,
or only
partially
The
which therefore
amount
of coal
wasted
in this consumed.
way is negligible
pletely
consumed.remain on the grate until oom
when the locomotive boiler is worked at its low 20 Other objects and attendant advantages will
est rate, but at the maximum rate when the
appear from the following detailed description of
velocity of the air for combustion is correspond-
the accompanying drawings; wherein
ingly high, the amount of fuel Wasted may be
Fig. l is a more or less diagrammatic view in
as
much
at
40%
of
the
total
fuel
?red.
It
has
side
elevation,
of a locomotive conveniently em~
long been recognized that the ideal Way to burn 25 bodying
my invention.
coal in a locomotive boiler is to supply part of
Fig. 2 is a fragmentary detail view looking as
the air for combustion above the fuel bed, and
indicated by the angled arrows II~II in Fig- 1.
the combustion e?iciency of the boilers by emcylinders of the locomotive.
ploying power blowers or steam jet blowers to 30 Fig. 3 is a fragmentary detail section taken as
force part of the air into the ?rebox above the
indicated by the angled arrows III~III in Fig- 2.
grate In all of these attempts, however live
is 4 1s a fiagmentary view showirg the rear
steam fiom the locomotive boiler was used to ac-
01‘ ?rebox 811d 0f the IOCOmOtIVB boiler 1n S1016
and therefore increase in the combustion ef?- 35 Fig. 5 is a cross-sectional view of the boiler at
ciency was obtained only at the expense of the
the ?rebox end taken as indicated by the angled
live steam output of the boiler. Other attempts
aI‘I‘OWS V-—ViI1F‘1'gS~ 1 and 4
have been
made to increase
the combustion
e?i- .- gitudinal
Fig- 6 shows
ciency
of locomotives
by allowing
air to be drawn
Sectionthe rear end of the boiler in lon
into the ?rebox under the in?uence of the vac- 40 Fig- 7 1'8 a large scale detail View in end eleva
ers air
or steam
such
therelatively
quantity
of
drawnJets
in above
theattempts,
grate was
ion1g 8 Shows the nozzle of Fig 7 in axial sec
small, the air entering at such low velocity that
Fig 91s a view like Fig 4 showing an alternative
the mixing of such air and combustible gases was 45 embodiment of my invention
necessarily very poor. Consequently the increase
Fig. l0 is a 'CrOSS-SBCtiOIIaI View of the boiler
in the combustion e?iciency so obtained was not
large enough to result in any measurable saving
shown in Fig. 9 taken as indicated by the angled
arrows X~X in the latter illustration; and
in fuel, although such arrangements have been
Fig. 11 is a detail cross-sectional view taken
advantageous
in reducing
quantity
black 50 Fig.
as indicated
by the angled arrows XI~XI
in
smoke discharged
from the the
stacks
of the of
locomo
9.
'
tives.
The locomotive
illustratedmy
in Figs.
let‘, for
My invention is directed toward overcoming
venience
of exemplifying
invention
in con
one
the above drawbacks, that is to say, it has for
form, is generally of well known construction
its chief aim to insure more complete combus~i 55 having ahorizontalboiler l with a?reboxZ at its
2,417,348
pipe main being connected as shown in Figs. ‘1-3
into the passage l9 through which the exhaust
steam flows from the valve chest l8 of the cylinder
I’! to the exhaust nozzle 20 and the stack
Interposed in the pipe main 28 adjacent the
nozzle branches 29 is a valve 30 which through
suitable connections (not shown)‘ can be con
rear end. As ordinarily, the ?rebox 2 is set apart
within the boiler shell by a crown sheet 3, side
sheets 4, a front sheet 6, rear (door) sheet 1 and
a bottom sheet 8, the latter terminating short
of said rear sheet to
'
the grate l0. Disposed
trolled from the cab of the
portion of the ?rebox is
component ?re
'
rality of laterally spaced
forwardly declining wa
ter tubes 12 which
longitudinally of the
and ad
jacent its forward end is
see Figs. 1 and 3.
10 through
the air tubes 2! from interfering with
boiler between the rear and front walls and be
tween portions 13 and IA of the water jacket of
the boiler. The ?rebox 2 is in communication
front end of the locomo
with the stack fH5usual
at thelengthwise extending ?re .
tive by way 0
tubes which are partially shown at It, in Fig. 6.
At each side of its front end the locomotive has
an engine cylinder 11 which is operated in a
well known way by high-pressure steam, con
ducted under throttle control from the boiler l by
suitable piping, not illustrated. The slide valve
the vision of the engine man, a shield means
is mounted over the air inlet units, said shield
being provided with a hinged damper 33, which,
like the valve 30, can be regulated from the cab
of the locomotive by suitable connections (not
be seen that part of
shown).
From the foregoing it will
the exhaust steam leaving the cylinders I1 is
conducted by the pipe mains 28 to the nozzles 24
at opposite sides of the locomotive, and utilized
to promote air
'
of the ?re
box 2 above the fuel bed,
of the engine operates in an u, ward offset cylin
The opposing air steams thus injected laterally
dric chest i8 integral with the cylinder, which
into the combustion gas flow, as the latter passes
latter has a passage l9 (Fig. 3) by way of which 25 upwardly and forwardly around the rear edge of
the waste or exhaust steam is conducted to the
the arch H as shown in Fig. 6, supplement the
exhaust nozzle 28 (Fig. l) and then to the stack
air drawn upwardly through the grate in under
forced draft by the suction induced as the re
45.
>
exhaust steam passes ,
The means, with which the present invention
is more especially concerned, for injecting part of
the combustion-supporting air above the grate
i0, is composed of parts which are duplicated at
opposite 'des of the locomotive. As instanced
in Figs. 1, 4 and 5,
means includes a
plurality of short tubes 21 which extend through
34)
maining portion of. the
upwardly through the exhaust nozzle 20 and the
stack 15. The air injected into the ?rebox 2
above the grate ill is used to burn the combustible
gases which rise from the surface of the fuel bed
with the result that su?icient air for complete
combustion of the fuel is assured. At the same
time the quantity of air passing upw ardly through
the fuel bed from beneath is greatly reduced so
that the smaller fuel particles are not lifted-and
are eight such tubes at each side of the loco
carried. away unburned. The rate of combustion
motive, disposed in the rear part of the ?rebox 2 40
increase with increase in power,
will obviously
below the plane
The number 'of
but a substantially constant ratio between the
the ?rebox: 2 respec-V
the tubes 2| may, of course, be varied in practice
quantities of air entering thegrate l0 will be.
with the size and capacity of the
tively from below
and the
above
provided
settings of the valves’
?rebox 2, and may
maintained,
30 and of the dampers 33 are not disturbed. On
below the arch i I, or nearer the
it IS possible for the engine man» ,
box 2. The arrangement is such that the air is
the other hand, ' '
led laterally from opposite sides of the ?rebox 2
to change theproportionmg of the two air streams
the latter emanate ,
by adjusting the valves30 and/or the dampers
into the combustion gases as
from the fuel bed on the grate iii and pass up
33, as occasion may require.
_
.
wardly and forwardly around the rear edge of the
As an alternative, the steam for the nozzle
arch l l. The air so introduced is thus thoroughly
groups at opposite sides of the locomotive may be
and intimately co-mingled with the gases as they
supplied from but one of the engine cylinders 11,
pass over the top of
I I and into the flue
if this should be found more convenient ordesir
tubes i6. Preferably the corresponding tubes 2i
able in practice.
1
~
of my invention
at opposite sides of the ?rebox are offset
slightly
placed in lvi Cl
In the modi?ed ‘embodiment 32a extends over
relative to each other rather than
effective mixing
shown in Figs. 9-11,
housing
Zia9. at
each side of the ?rebox,
attained. Mounted
the air inlet tubes
2a; and connecting into the front end of said
trunk 34 which leads ,downe
housing is a tapering
'
60 wardly and forwardly at an inclination and has a
the interior of which a series
horizontal end portion which terminates in a
spaced radial fins 23 converge outwardly to sup
group of air inlets 22a whereof there are four in
port a blast
4 of elbow configuration
the present instance. Individually associated
whereof the inwardly directed horizontal portion
with the air inlets 22avare nozzles “24a which are
is co-axial with the tube 2i. As shown in Fig. 8, 65 generally like the nozzles 24 of the ?rst described
the nozzle unit just described is of composite
embodiment, and which receive exhaust steam
construction with its component parts welded
through branch pipes 29a of amain 2811. from the
together and with the annulus 22 secured to the
cylinder (not shown) at the correspondingside
outer shell of the boiler also by welding as at 25.
Set into the open end of the horizontal portion 70
It will be noted in this case there is a greater
of the nozzle 24 is a removable plug 25 with plural
number, of inlet tubesv 21a of smaller diameter
jet apertures 21 which diverge toward the tube
than in the ?rst embodiment, with a few of them
2|. Extending along each side of the locomotive
located above the plane of the arch Ha at each
l is a conduit means in the form of a pipe main
side of the ?rebox 2a. As a consequence; the air
the jacketed side wall of the ?rebox 2 and afford
openings through which the air is inducted into
said ?rebox. In the present embodiment there
of the locomotive.
28 having upward branches 29 which lead to the 75
inlets of the nozzles 24, the forwardendof said
'
,
‘
,
,
.
r
;
2,417,343
10a
buted in said
amount
of air admitted to the ?re box by way.
of
said openings.
tubes could,
. An auxiliary air supply system for a loco
he component parts 10 of the air inlet openings to prevent glare from the
jet nozzle may be em- 20 ings extending through the opposite sides of the
and said back
and below the
gme of the locomotive
10. The invention according to claim 8 in
means for in'0 air from the
which the air inlet openings at opposite sides
of the ?re box are staggered relative to each
supply system according to
11. The invention according to claim 8, in
air inlet openings of both
which the ?re box has an arch; and in which the
upply system according to 40 passage between the rear edge of said arch and
to 45 injecting means include a group of nozzles for
CHARLES D. BARRETT.
‘ng snjelds which are 50
REFERENCES CITED
the
?re
bPX_and
The
following
references are of record in the
groups of an" mlet
?le of this patent:
- g with the vision of
UNITED STATES PATENTS
55 Number
pply system for a locomot the rear and With
short of the back
y air supply system
openings which eX- 60
'
517,917
711,044
373,139
742,363
658,432
Name
Date
Delaney __________ __ Apr. 10, 1894
Fulton ____________ __ Oct. 14, 1902
Hutchinson ______ __ Nov. 15, 1887
Snoor ____________ __ Oct. 27, 1903
Fleming __________ .._ Sept. 25, 1900
of the boiler into
449,827
Player __________ __ Apr. 7, 1891
'cate into the pas-
759,061
Barrett et al. ________ May 3, 1904
back wall at dif-
2,077,676
Darling __________ __ Apr. 20, 1937
means for inducing forced
736,857
Marlow ____'_ _____ __ Aug. 18, 1903
'
terior through 65
- Shields Spaced
providing air
the openings
roups of said
from the in- 70
287,754:
183,014
1,014,387
1,140,732
1275.056
1.594.325
atable means
ds and ada'ptontrolling the
Bonta ____________ __ Oct. 30, 1883 '
Merryweather et a1. __ Oct. 10, 1876
Go? ____________ __ Jan. 9, 1912
Best ____________ __ May 25, 1915
Lickley ____________ __ Aug. 6, 1918
Peterson _ _________ __ July 27, 1926
FOREIGN PATENTS
Number
11,016
Country
Date
British _______ __.__ July 29, 1915
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