US1611770A - Steam-boiler structure - Google Patents

Description

Dec. 21,1926. 1,611,770

J. E. MUHLFELD. ET AL V STEAM BOILER STRUCTURE Fil'ed August 14, 19221 6 Sheets-Sh t 1 IN VE IV TORS z m/Z%WM Dec. 21 1926.

Jv EJMUHLFELD ET AL.

STEAM BOILER STRUCTURE Filed August 14 1922 6 Sheets-Sheet 2 INVENTORS Maw/Z W q 6 (72% w W I Dec. 21 1926 V 1,6*1 -1 ,7 70 J. E. MUHLFELD ET AL 4 STEAM BOILER STRUCTURE Filed- August 1 1 6 Sheets-Sheet 5 wvavm/rs ATTOI? 'EY Dec. 21 1926 J. E. MUHLFELD ET AL STEAM BOILER STRUCTURE 6 Sheets-Sheet 4 Filed Auglgst 14 1922 Q Q Q Q Q QQQ/ QQ Q GQQ A TTORNE Y Dec. 211 H926.

J. E. MUHLFELD ET AL STEAM BOILER STRUCTURE Filed August 14, 1922 6 Sheets-Sheet 5 INVENTORS a 11a Cris/z Maklj 6'! (Z VZIfQiTZiCZS Z. C and .70/122 17.

HMI'I'ATTORNEY mm m Wm mum/0 J. E. MUHLFELD ET AL STEAM BOILER STRUCTURE Filed August 14, 1922 6 sh t s t 6 7/ mvmroms ATTOIRY M Patented Dec. 21 1926.

iTED A 1,611,770 PATENT OFFICE.-

NEW YORK.

STEAM-BQILER STRUCTURE.

1 Original application filed April 17, 1920, Serial No. 374,721. Divided and this Serial No. 581,645. I

This invention relates to steam motive power and hasfor its primary object to provide an improved locomotive boiler structure of maximum steam generating capacity and circulating drums and a steam generating cylinder, through which the gases. of combastion pass, with space-d water legs rigidly uniting the drums and the Cylinder. By means of this improved boiler structure we aim to increase rigidity and thereby obviate .vibrationtoa large extent and relieve the parts of undue strains and stresses which have a tendency to promote rupture and leakage.

It is also an object of our invention to provide means in the nature of a fuel econo mizer for utilizing the waste gases for the purpose of heating the boiler feed water.

To this end we have provided a novel arrangement ofdampers controlling the pas-' sage of the products of combustion through the smoke box of, the locomotive whereby such products will be first directed into contact with the superheater units and then caused to impinge upon the walls of the feed .water reservoir both when the locomotive is in operation and when itis not'using steam.

Our invention also contemplates an improved exterior arrangement of the steam delivering pipe connection, between the superheater' and the boiler water leg constituting the steam collecting dome, together with $9 a steam separator and a throttle valve in' terposed in said pipe connection.

Inaddition to the above three features,.we

.also provide an auxiliary superheater arrange-din the locomotive cab or other suitable location for the purpose of supplying either saturated or superheated steam for the operation of the reversing gear, air pump,

grate mechanism, feed water pump, lubri- 'cator and other mechanical accessories with which the locomotive may be equipped and which are now operated by saturated steam..

With the above and other objects in view the invention consists in the improved con struction, combination and relative arrange ment of the several'parts, as will hereinafter be more fully described, illustrated in the accompanying drawings, and incorporated in the subjoined claims.

In the drawings, wherein we have i1lustrated one practical embodiment of our invention, and in which similar reference characters designate corresponding parts throughout the several views:

Figure 1 is a side elevation of a loco'mo-- tive diagrammatically illustrating the salient features of our invention,

Figure 2 is a longitudinal section through the locomotive boiler, certain parts being broken away,

Figure 3 is a transverse section taken on the line,33 of Figure 1,

Figure 4 is a fragmentary section taken on the line 4-4 of Figure 3,

Figure 5 is a transverse section taken on the line 5-5 of Figure 1,

Figure 6 is a similar section taken on the line 6-6 of Figure 1,

application filed August 14,

Fig. 6 is a similar sectional view taken in advance of the front water leg.

Figure 7 is a vertical sectional view through the smoke box of the locomotive, showing one of the feed water reservoirs arranged therein, and illustrating the arrangement of the draught dampers when the locomotive is in operation,

Figure 8 is a similar View showing the arrangement of the dampers when thelocomotiveis not in operation.

Figure 9 is a detail vertical section illustrating the connection between the dry pipe and the steam receiving header. f

Referring in detail to the drawings, wherein we have illustrated alocomotive which may be either of the simple, compound, triplex orother type, the locomotive structure is mounted and supported in proper balance upon the main drive trucks 5 and the front and rear-trucks o and 7 respectively. As is well known, in the customary locomotive construction the wheels of the latter trucks exert no positive tractive effort upon the rails as an aid in-the propulsion of the locomotive, but constitute merely auxiliary guiding and supporting means. However that portion of the weight of the locomotive which devolves upon the wheels of the rear truck 7 results in a high adhesive pressure of these wheels upon the track rails. -VVe have provid d a the rear truck 7 which is fully described and tire length of the boiler structure,

claimed in a second prior a plication for patent filed June 24th, 1920, erial No. 391,326,- and accordingly, will not be herein further referred to in detail.

The locomotive boiler, as herein shown, includes a pair of laterally spaced upper drums 8 which extendsubstantially the den'- an a "air of laterally spaced relatively short lower drums 9. The latterdrums extend rearwardly of the cylinder or shell 10 A water leg 11 is secured upon the upper portion of the cylinder 1Q, which is in communication with said water leg through the openings 12 in the cylinder wall. The forward ends of the drums 8 are supported in said water leg and communicate therewith through the openings 13, the water leg walls having steam-tight connection with the wall of the drum. v

The intermediate water leg 14fconnects the rear end of the cylinder 10 with theupper and lower pairs of drums 8 and 9, and

these drums communicate with thewater leg 14 through the openings 15 and 16'respectively.

The drums 8 and 9 are connected to each other at their rear ends by means of a third water leg ;17, said drums communicating with the water leg through'the openings 18 and 19, respectively.

The lower drums 9 extend through the fire box at either side of the grate 20, said fire box having refractory or other suitable side walls 21 covered by the insulating material or lagging 22.

Banks of vertically disposed water tubes 23 extend between and connect the upper and lower drums 8 and?) at each side of the fire box to each other. These tube banks extend between the water leg 17 and the rear end of the cylinder 10.

A series of water circulating conduits 24.

extend longitudinally through the firebox and are inclined rearwardly and downwardly from the front water leg 17 to the intermediate water leg 14. Between the rear ends of said conduits and the grate 20 a bridge wall 25 is built and a baifle wall 26 is arranged upon the upper sides of the conduits 24, and extends from the bridge wall 25 to a point adjacent the water leg 17 This baflie wall at its side edges is adjacent to the i banks of tubes 23. It will thus be apparent from reference to Figure 4 of the drawings that the greater volume of the products of combustion gases can only escape from the combustion chamber in a lateral direction by passing between and in contact with the tubes 23. The flame and gases are in this manner drawn by' induction through the tube banks, and then'forwardly through the fire tubes 27 which extend longitudinally through the cylinder 10. These tubes at their rear ends are fixed in the rear wall of connection and the throttle valves are pipes 42,

31' are disposed, and fixed at their ends to the header walls. Each of the tubes receives an auxiliary superheater unit 32, of a superheater located in the engineers cab 33, which furnishes superheated steam for the operation of the air pump and other mechanical accessories of the locomotive. f i

The primary superheater indicated at 34 is arranged in advance of the cylinder 10 and the usual superheater units are provided and extend into the front ends of the fire tubes 27. The saturated steam header is connected by the steam delivery pipe 35 to the upper and central portion of the intermediate water leg 14, which serves in the capacity of a steam dome. Any approved ,means may be employed for establishing a steam-tight connection between the pipe 35 and the water leg.- As seen in Figure 9 of the drawings, for this purpose weprovide the wall of thewater nipple 36, with which the fianged end of the pipe 35 is engaged. Collars 37 and 38 are respectively engaged on the pipe 35 and nipple 36, and are connected by the clamping screws 39. By this means the abutting flanges may be securely clamped in tight engagement with each other.

14 indicates an indentation of the rear leg 14 with a flanged wall of water leg 14 opposite the steam dethe throttle valve, as shown, or in rear of.

the same. It is to be observed that this pdipc posed exteriorly ofthe boiler proper and between the two upper drums 8.

In order tofurther contribute to the tree circulation of the water and steam between the cylinder 10 and the drums 8, said cylinder is connected to the drums by means ot a plurality of curved alternately arranged tending the entire length of the cylinder.

Between the bridge wall 25 and the cylinder 10, doors 43 are provided, asseen in Figure 5, which afi'ordaccess to the interior of the boiler for the purpose of making resaid series of connecting pipes expairs and inspecting and cleaning the fire tubes 27. These openings and doors may be arranged in any other suitable manner.

The locomotlve is provided at 1ts front end with a smoke boat 44, having the stack outlet 45. In the upperpart of the smokev box and above the flues 27 a feed water tank or reservoir 46 is arranged. Preferably,

main damper plate 49 is pivotally mounted at its lower end, as at 50, and is movable between the upper edgeof the diaphragm 47 and arstop flange 51. At its lower end the diaphragm is provided with an opening 52 anda second pivotally mounted damper plate 53, controls the passage of the prodnets of combustion through this opening. The damper plates 49 and 53 are connected to -each other by a rod 54, whereby said damper plates may be operated in unison. Each of the reservoirs 46 is preferably of cylindrical form, and is provided with a plurality of open ended tubes 46" extending longitudinally therethrough, and through:

which the products of combustion may freely pass.

illustrated thearrangement' of the damper plates when the locomotive is in opera tion. From reference to said gure it will be seen that the damper plate 49 is in contact at its upper end with the upper edge of the diaphragm 47, while the damper plate 53 is in an open position. Thus the induced draught oreated by the steam 'nozzle draws the mainproducts of. combustion upwardly into contact with the ,superheater units.

which extendinto the forward ends of the tubes 27, and hence through the tubes 46 of the feed water eater.

A horizontally disposed plate surrounds the lower end of the stack 45 and between the steam nozzle 71, the plate 7 0 and the vertical diaphragm '47 a sheet of heavy wire netting or perforated plate 72 is arranged, through which the products of com-- bustion are drawn after passing through the tubes 46. Thus any cinders will impinge against and be broken up by the netting or by other equivalent means, be deposited in the smoke box, and not projected through the stack outlet.

When the locomotive is not being operated, or the steam used, the damper plates are disposed in the position shown in Figure 8, wherein the upper end of the plate 49 is engaged with the stop flange 51, thereby stop 7 plate 49. hence through the tubes 46 and around the reservoirs 46 and finally through 7 of the drawings we have I the foraminous wall 72 out through the stack both when the locomotive is, and is not, us-

ing steam.

It will be understood, of course, that when the damper plates are disposed, as seen in Figure 7, the products of combustionissw' ingfrom the lower fire tubes 27 will pass directly through the opening 52 and be exhausted through'the stack 45.

From the above description'it will be seen that; we have devised a very novel locomotive boiler structure. the several units of which are so correlated and rigidly secured to each other as to practically eliminate relative vibration. Thus tortional strains or stresses tending to weaken or disrupt the joint connections between the parts of the water and steam circulating system will be obviated. The weight of the locomotive structure is so distributed and balanced between the main drivers-5, the front supporting truck 6 and the rear supplementary drivers 7 thata considerable adhesive pres sure is exerted by the latter upon the rails. In view of the fact that the boilerhas a .very high steam generating capacity, the power necessary for thevoperation of the supplementary drive wheels will not lessen 'or detract from the power applied to the main drive wheels 5.

It is to be understood that while we have herein shown and described one practical and satisfactory embodiment of the several combination features of our improved locomotive, these features may nevertheless be exemplified in various other alternative structures, and we accordingly reserve the privilege of adopting all such legitimate changes as may be fairly embodied within the spirit and scope of the invention as claimed.

While this particular description relates to a. boiler adapted for a locomotive such boiler may also be used for other stationary or mobile purposes, as for example, for steamship or road or farm tractors.

We claim:

1. In a steam locomotive, a fire box and a fire tube boiler extending forwardly therefrom, upper and lower drums arranged in pairs at opposite sides of the fire boX, said lower drums terminating atthe rear end of the boiler and the upper drums extending forwardly over the boiler, a front water leg connecting the forward ends of the upper drums with the boiler and affording communication therebetween, a rear water leg connecting the rear ends of the upper and lower drums with each other, and an intermediate water leg-rigidly connecting the upper drums with the rear end of the boiler and with the forward ends of the lower drums.

2. In a steam locomotive; a fire box and a fire tube boiler extending forwardly therefronn upper, and lower drums arranged in pairs at opposite sides of the tire box, said lower drums terminating attherea-rend of the boiler and the upper drums extendingforwardly' over the boiler, a front water leg connecting the forward ends of the upper drums with the boiler andatfording communication thereb'etween', a rear water leg connecting the rear ends of the upper and lower drums with each other. an interme-j (hate water leg rigidly connecting the upper drums with the rear end of the boiler and with the forward ends of the lower drums, and additional water and steam circulating connections between the boiler and the upper drums between the intermediate and front water legs.

3. In a steam locomotive, a fire box and a fire tube boiler extendingforwardly therefrom,-upper andlower drums arranged in pairs at opposite sides of the fire box, said lower drums terminating at the rear end'of the boiler and the upper drums extending forwardly over the boiler, a front water leg connecting the forward ends of the upper drums-with the boiler and affording commu-' nication therebetween, a rear water leg connecting the rear ends of the upper and lower drums with each other, an intermediate wag ter leg rigidly connecting the upper drums with the rear end of the boiler and with the forward ends of the lower drums, additional water and steam circulating connections between the boiler and the upper drums be-v tween the intermediate and front water legs,

and water circulating connections at opposite sides of the fire box between the upper and lower drums, and the fire tubes of lower drums terminating at the rear end of the boiler and the upper drums extending forwardly over the b01161, a front water leg connecting the forward ends of the upper drums with the boiler and affording communication therebetween, a rear water leg connecting the rear ends of the upper and lower drums with each other, an intermediate water leg rigidly connecting the upper drums with the rear end of the boiler and with the forward ends of the lower drums, and a dry pipe connected to the intermediate water lcg'at its upper end and extending forwardlv therefrom between the upper drums exteriorly of the boiler.

5. In a combination water and firetube boiler, spaced'rear and intermediate water legs, a main boiler cylinder extending for-- wardly from the intermediate water leg and having fire tubes extending'through said water leg, afront water legextending above the boiler cylinder and communicating therewith, an upper pair ofsteam and water circulating drums mounted in said front, intermediate and rear water legs extending forwardly over the boiler cylinder and communicating' with the respective water legs, pipe connectionsbetweeneach of said drums to the boiler cylinder disposed between the front and intermediate water legs, a pair of relatively short lower steam and water circulating drums mounted in the rear and intermediate water legs and communlcating therewith, and a vertical bank of Water tubes connecting each of said lower drums with the corresponding upper drum rearwardly of the boiler cylinder.

In testimony that we claimthe foregoing as our invention, we have signed our names hereunder. e

JoHN E. MUHLFELD- vmennus Z. oanaonrs'rt.

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