US1259643A - Automatic stoker mechanism. - Google Patents

Description

N. M. LOWER.

AUTOMATIC STOKER MECHANISM. APPLICATION FILED IuIIEzB.. I-IIIs.`

Patented Mar. 19, 1918.

5 SHEETS- SHEET 2.

wITNEssr-:s INvEN-ron N; M. LOWER.`

AUTOMATrc STUKEB MEcHAmsM.

5. SHEETS-snm s WITNESSES N. M. LOWER.4 AUTOMATIC STOKER'MECHANISNI. PPLICATIQN FILED JUNE 2H. 1915.

1,259,643.A Patented Mar. 19, 191s.

wl'rNEssEs INVENTOR UNITED sTATEs PATENT oEEioE.4

NATHAN M. LOWER, 0F SCHENECTADY, NEW YORK, ASSIGNOITO 'LOCOMOTIVE- STOKEB. COMPANY, 0F PITTSBURGH, PENNSYLVANIA, A CORIORATION 0F PENNSYLVANIA.

AUTOMATIC STOKER MECHANISM.

Specification of Letters Patent.

Patented Mar. 19, 1918.

Application led I une 28, 1915. Serial No. 36,809.

'resident of Schenectady, in the county of Schenectady and State of New York, have invented a new and useful Improvement in Automatic Stoker Mechanism, of which the following is a specication. l

This invention relates to Stoker mechanism for supplying fue] to the fire. boxes of steam boilers. One object of the invention it to provide improved mechanism of this 'kind which enables the fuel to be supplied at several diierent uniform or stable rates to compensate for varying conditions of fuel consumption, or, in other words, lStoker mechanism which can be controlled to per init stable operation of the boiler at any desired rate of input of fuel to the tire box.

Moststolrer mechanisms, and particularl;T locomotive stoker mechanism. which is only one forni to which the invention may be applied, are operated b v a Huid pressure engine, such as a compressed air or steam engine, a gas engine or the like.- These engines are builtto runl at a fixed or set speed, being usually provided with governor devices to confine the speed closely to that which is most economical in the particular engine, and they cannot be setto run at any one of a'number of dilterent speeds. even by manipulation of the throttle, due to variations inl load or the pressure of the fluid supply. which changes the rate ot deliver;7

of the power to the engine. Another object of the invention is therefore to provide power operated stolzer mechanism embodying a driving engine and devices so arranged as to permit said engine, preierabli7 while running, to be setto run at any desired stable or uniform speed. so as to maintain uniforin any particular rate of feed ofthe fuel to the fire box.v

Further objects of the invention are in part obvious and in part will appear more in detail hereinafter.

In the drawings, which represent one enibodimeiit of the invention, Figure, 1 is an end elevation ofa locomotive equipped with' automatic stolzer mechanism embodying the invention; is a longitudinal sectional viewthereof, with the stoker mechanism in side elevation: Fig. 3 isa detail sectional view on the line of the engine Crank shaft. some parts being shown in elevation, and illustrating the governor device and thecon rthe usual fire box.

nectionto the automatic stoker mechanism; Fig. 4 is a detail sectional view on the line 4-4-., Fig. 3, and showing some of the parts in elevation; Fig. 5 is a detail sectional view on the line 5-5, Fig. 3, the governor weights being in retracted position; Fig. 6 is a detail sectional view on the line 6-6, Fig.

3, the governor weights being in their outer position; Fig. 7 is a view corresponding to F ig. 5, the governor weights being shown in their outer positions; Fig. 8 is a detail view of a lever; Fig. 9 is a cross sectional detail On the line 9-9, Fig. 3; and Figs. 10 and 11 are diagrammatic views showing the eccen tric of the governor device, and parts associated therewith, in two different positions.

The invention may? be applied to any forni of stoker mechanism, such as automatic Stoker mechanism for a stationair;T steam boiler installation, a marine boiler, or any other power plant employing a tire boxVV for producing heat.. For convenience of illustration, it has been shown in the drawings as applied to automatic locomotive stoke mechanism, which may be. of any suitable type, such for example, as either of the Stoker mechanisms shown in my prior applications, Serial Nos. 672,334, filed January 20, 1912, and 726,108, filed October 16, 1912, and it will be understood that any of the devices shown in said applications may be used in connection with the present invention. In the drawings. the automatic locomotive Stoker mechanism is illustrated as of the saine construction and arrangement as in the patent to C. F. Street- 1,130,443, dated March 2. 1915. and will therefore vbe onlv briefly described, it. being understood that. r

all features ot the mechanism shown for supplying the fuel from the tender to t-he locomotive fire box are the same as shown in said patent.

Referring to the drawings, the Stoker mechanism is shown applied to an engine l and tender Q. the engine being provided with The Stoker mechanism comprises a suitable crushing mechanism 3. shown as of the jaw type, located on the ten'- der, and which delivers the crushed Jfuel to Y a chute' or conveyor l through which it travels 'to afuel receptacle 5,' preferably located beneath. the deck of the locomotive. As' will be understoodi the. crushing mechanism 3 may be omittediand the fuel supplied to the tender in a. crushed condition for de livery directly by gravity or through a suitable conveyer to the fuel receptacle 5. The fuel is conveyed from thc receptacle 5 to the lire box by an endless chain provided with a series of buckets, said chain working in a hollow conduit, the two legs 6 of which are located at the sides of the ordinary ring opening. The conveyor chain is guided by and runs over sprockets 7, the upper one of which is on a shaft 8 carrying a worm Wheel driven by a worm 9 on the crank shaft l() of a suitable fluid pressure engine, such as a steam engine' or the like. The buckets deliver the fuel to a hopper 9a from which it flows by one or more` conduits 9b to one or a plurality of fuel injecting devices 9, which force or inject it into vthe locomotive fire box. These fuelinjecting devices may be of any suitable :form and require no further description, but they are shown as of the same type illustrated in the Street patent referred to, and are operated by steam pressure controlled. by cam mechanism 9", so as to produce operations of the several. injectors at varying intervals, depending upon the ad justment of the cam devices.

The steam engine is illustrated at A, vits crank shaft 10 being connected by suitable gearing to the shaft carrying the upper sprocket 7, as before described. -.'l`he engine A may be of any suitable form, say a gas engine or a fluid pressure operated engine 4run either by compressed air, steam or the like. In the drawings it is shown as a steam engine. It is equipped with. some suitable` form of governlng device or devices enabling the engineto be set, preferably while running, so as to run at any one of a number of predetermined s eeds and therefore maintain uniform` or sta le the speed of operation of the entire locomotive Stoker mechanism. This enables fuel to be supplied to the fire box within very narrow limits at a uniform or fixed rate, which rate may be varied in accordance with the required conditions of fuel consumption at any particular. time or under any given running conditions. The fireman can therefore speed up his entire locomotive Stoker mechanism when the train is traveling up a grade or is unusually heavy, or may decrease its speed when on the level or on a down grade or with a light train.

One suitable form of governor device suitable for this purpose is illustrated' in Figs. 3 to 9 of the drawings, and is` of the same form as that illustrated and described in my rior application for engine governor, led Eebruary 6, 1914, Serial No. $16,925.

The wrist pin of the engine crank shaft is shown at 1 1. This crank and the governor mechanism are inclosefl withinpa suit able casing 12, from which the valve rod or stem 13 projects, saidA rod or stem boing connected at one end in any suitable manner to the engine valveoontrollng devices, and at its other end to a nipple 1l t n a strap 15 encircling an eccentric 16. The eccentric is pivotally mounted on a postlT set in a disk 18 which is fixed upon the shaft 10.

The usual governing weights, of which any number may be used, two being illustrated, are designated 19 and 2l), being pivoted upon posts 21, Q2 set in the disk 18, said weights being connected by a. link 23. The weights are retracted by the usual springs 24, 25 connected thereto and at their opposite ends anchored to the disk 1S, at 26 and 27. Said governing weights are also connected to the eccentric, 1G by means of a' link 28 attached to one of them, 1S?, at the point 29. Y

As so far described the governor is without novel features. In the absence of other elements the outward movement of the governing weights, due to centrifugal forces in excess of the spring tension, swings the eccentric 16 about its pivot 17 so as to cause its center to approach the center of the shaft 10, thereby decreasing the throw of the valve rod 13 and valve and4 reducing the supply of steam to the engine lthe usual manner, thus tending to maintain a uniform fixed speed. Additional nipchanism is provided in order to augment the spring tension to correspond at different speeds with the augmentation of the effective centrifugal force as the weights move out, and thereby prevent the action known as pounding, and to also vary the speed at which the governor will act without changing the springs and without stopping the engine, to thereby enable the engine vto be operated at several dierent uniform speeds.

This is 'accomplished by introducing an additional spring attached at one end to the eccentric 16 and at the other end to the free end of a lever which is swung backwardly by the shifting of the eccentric'responsive to the outward movement of the weights; and there is also provided a manually shifted fulcrum for said lever, enabling not only the tension of the supplemental spring tobe varied` but also its elongation, due to the movenient of the weights. which elongation may be varied to correspond with the centrifugal force of the weights.

Said lever is marked 30 and vis pivotalljv attached. at 31to the eccentric 16 and at -the other end to a supplement-al spring 32' secured at the far side of the eccentric, although not necessarily dianietrically opposite the point 31, it. being only important that the points of attachment of the lever and spring to the eccentric be upon opposite sides of the radius t'o the center` of the shaft 10 in which the pivot 1i' is located. The fulcrum of the lever preferably takes the form of an antifriction roller 3l carried by a sleeve 35 rotatable and slidable` upon the shaft 10. Movement of the eccentric from the position of Fig. 4, where the Weights are'retracted. toward the position in Fig. G, vvhere the vveights are at their outer position7 stretches the spring 32 bhv separating the points of attachment of its ends, the eccentric being carried to the right and the freeend of the lever 30 to the left. The spring 32 therefore not only supplements the springs 2i, 25, by its inherent tension, but the increase of its pull is rapidly augmented by the lever action, as the spring is stretched from both ends.

The lever 30 is provided with an oblique channel 36 across its inner face for engagement. by the roller 3l, which is so located that-its axis is oblique to the engine shaft. The shifting of the fulcrum along'the channel has the effect of sivinging the lever upon its pivot, thereb;v changing the tension of the spring 32, and this action is augmented bv varying the depth of the channel from end to end, its greatest depth being at the .end most remote from the pivot 31. The sleeve 35 is shiftable longitudinally by a hand lever 3T. located for convenient access by the fireman, and mounted upon a shaft 38 which extends out, through the casing l2. said shaft carrying a yoke 39 lying Within the casing-and having arms connected by links 4:0 to studs l upon a shifting annuius 42 associated with the sleeve. i

The sleeve 35 bears directly upon the for- Ward end of the shaft 10, as at 43. At its rearward end it is counterbored t-o loosely receive a sleeve l-l which fits upon the shaft, the extreme' end of the sleeve 35 being enlarged to form a hub l5 Within which is located a ball bearing casing 46. the inner member of which is mounted upon thel sleeve le and abuts against a flange thereof. The shifting annulus l2 is held between an annulus 17 secured to the hub 55 as by being threaded on a flange i8 thereof and an annulus :L9 on the sleeve el, al Wear plate 5l being preferably interposed between the annulus 47 and the annulus 4t2.

An annular vve'ar plate 52 is fixed upon the shaft l0 back of the annulus i9 and bears against the 'inner end of a box 53 vvithin'vvhich one portion of the shaft 10 journaled. For locking the annulus 52 to the shaft there are provided tvvo semicircular plates 5l. 55. 1vhich it- Within a recess of the annulus 52 and are secured thereto b v stud or dovvel pins 56,` 5T. en tering recesses in the annulus. 54. 5.3, are also seated in a circumferential channel inthe shaft 10.`said channel being*- interrupted bv stop shoulders 5S. 59. enten ing recesses-in plates 5l. 55. are held against radial outward movement bv the vvalls of the recess `int-he plate 52 in 60 fitting loosely vWithin a recess in the arch The plates,

Said platesV the-eccentric. 16. supplemental spring fleverO. and fulcrum 34. ivhen the engine 1s parts in anyv one of a number of different` positions.

When the lever 3T is in the position shovvn in Fig. 3 the fulcrum roller 3l occupies the outer end and deepest portion of the oblique channel -in the lever 30 and is located at the mairiinum distance from the pin 31 attaching thenlever 30 to the eccentric. The spring 32 isnovv under minimum tension and the governor acts at the lowest desired speed and maintains said speed uniform so as to operate the entire stolzer mechanism slovvltv and produce a sloiv, uniform stable feed of the fuel to the locomotive lire box. Shifting the hand lever 3T to the. right from the position shown in Fig. 3 advances the fulcrum roller 3l along the inclined channel in the lever 30. which increases the tension of the spring 32 to corre spond vvith the increased centrifugal force of the. higher speed of the governor vvcights when the-T are in against the shaft. The advance of the fulcrum point along the. oblique track also changes the leverage of the spring 30 so that the movementI of the Weights outward at the .high-er speed gives an increased elongation 'of the' spring corresponding vvith the augmented increase of centrifugal force of the Weights from in to out position. at the higher speeds. Therefore at the positions of theflever 3T to the right of that shovvn in 3 the engine will run at uniform and stable speeds higher than thatI at vvhich it Will "run in the posi tion shown. so that the entire mechanism vvill operate at a higher rate ot' speed aait produce a larger. but nevertheless unifori 4 suppl'v of fuel to the locomotive fire box.

Sleeve 3.3 is rotatalflle on the shaft 10 not only; to enable the fulcrum roller to move.-

valong the oblique channel in the lever 30, but also to provide for movement of said roller therebv reducing the friction and permitting .,i'ree angular movement of the sleeve incidentto the action of the governor.

The action produced bv the stuiplemental spr-ing'32. lever3u and shift-able fulcrum 3l isb s ti-llustrated in the diagrammatic vievvs. Figs-lt) and 1l. In Fig. 10 the position of 32.

at rest and the adjustment is for lovv speed of the mechanism. is indicated in full lines. The `positions of these parts when the crum 34 shifted to provide for a higher engine speed, are indicated in` full lines, and their positions with the weights moved out,

' in dotted lines. Y It 'will be herey observed that as the fulcrum has been moved nearer to the pivot 31, as in Fig. 10, the movement of the free end of the lever' 30 to the left, due to the movement of the eccentric, is increased, thereby securing a greater augme`ntation of centrifugal force as the weights move out at the higher speeds, than results at lower speeds. Y All of the springs 24, 25 and 32 have a re- Vtractiug effect upon the Weights 19 and 20.

While three springs are preferably used situations may arise in which the spring 32 alone will be-sullicient to retract the weight,

in which case the springs '24 and 25 may be di ensed with.

n operation the locomotive fireman adjusts the entire Stoker mechanism by manipulation of the lever 37 so as to supply the fuel to the locomotive fire box at the proper rate to maintain a. uniform fire under the existing running conditions. If the requirements of the engine demand a large steam supply the fuel must be delivered to the lire box more rapidly, and the' lever 37 is ,pushed V ove'r'to the right to set the engine to' run at ga lhigher bui-nevertheless uniform speed so "as to speed up the operation' of the entire .Stoker mechanism. On the 'other hand,

when .the engine is hauling a light train or is traveling on the level or on a down grade, so thatlonly a small steam supply is necessary, thie lever 37 can be pushed over to the left to set the engine to run at a lower iixed speed,` The engine drives not only the conveyerrmechanism for carrying the fuel from the tender to the locomotive, but also the crusher devices for breaking up the fuel,

* which of course are of a size calculated to deliver all the fuel that the conveying mechanism can take care of. The engine also controls the operation of the fuel injecting devices, which in the form shown are controlled by cam devices driven by the conveying mechanism. Therefore, the speed of the engine determines the operation of the entire stoker mechanism and consequently the rate of supply of the fuel to all parts of the re box. |What- I claim isl- 1. The combination with a. locomotive and tender, of means for transferring fuel from the tender to the locomotive, a fuel injector receiving from said transfer means and delivering the fuel to the locomotive fire box, and a motor having a plurality of constant speed rates for driving said conveyer and controlling said injector.

2. The combination with a locomotive and tender, of means for transferring fuel from the tender to the locomotive, a fuelv injector receivin from said transfer means and delivering t e fuel to the locomotive tire box, a motor having ay plurality of constant speed rates for driving said conveyer and controlling said injector, and means for changing from one motor speed rate to another while the motor is in operation.

3.' The combination with a locomotive and tender, of Stoker mechanism for conveying the fuel from the tender to the locomotive fire box and distributing it over the lire therein, and a motor for driving said stoker mechanism having a plurality of different uniform rates of speed and adapted to vary the quantity of-fuel delivered to the fire box in a given unit of time without affecting its distribution therein.

4. The combination with a locomotive and tender, of stoker mechanism for conveying fire box and distributing it over the iire therein, a motor for driving said Stoker mechanism -having a plurality of different uniform rates of speed and adapted to vary the quantity of fuel delivered to the lire box in a iven unit of time without affecting its distribution therein, and means for changing from one motor speed rate to vanother while the motor is in operation.

5. The combination with a locomotive and tender, of stoker mechanism for supplying the fuel from the tender to the locomotive re. box, intermittently operating devices for distributing the fuel over the tire therein, a multiple-speed engine for driving said mechanism j and controlling said devices, and means for changing from one engine speed tov another while the engine is in operation.

6. The combination with a locomotive and tender, of means for transferring fuel from the tender to the locomotive, a fueldistributing means receiving from the transfer means and delivering the fuel to the locomotive fire box, and a motory having a plurality of constant speed rates for driving said transferring means and controlling said fuel distributing means.

.7. The combination with a locomotive and tender, of means for transferring fuel from the tender to the locomotive, a rfuel ydistributer receiving from said transferring means and delivering the fuel to the locomotive ii e box, a. motor havinga plurality of constan speed rates for Vdriving' sa` transferring means and controlling said distributer, and

' the fuel from the tender to the locomotive 10' f live'red to the fire box in e given unit of time Without infecting. its distribution therein.

i @-9. The combination with a. locomotive and tender, of a `Stoker mechanism for automatically supplying' fuel from the tender to the fire bed in the locomotive Ifire box, and a motor for driving said Stoker having a. p1u. rality of different uniform rates of speed and adapted to vary the quantity of fuel delivered to the fire box in a 'ven unit of time without aectin its distribution therein, and means for c :inging from one motor speed rate to another Whlle the motor isV inf operation.

In testimony whereof, I have hereunto set i n my hand. l

' *NATHAN M. LOWER. l Witnees: CLrnE S'. MCCURDY,

J oHN W. `RANDALL.`

Images