US1647159A - Locomotive stoker - Google Patents

Description

NOV. 1, 1927.

E. A. TURNER LOCOMOTIVE STOKER Filed July 8. 1926 3 Sheets-Sheet 2 Mw @Q5 l 647,159 Nov. 1, 1927. n E. A. TURNER s LOCOMOTIVE STOKER Filed July 8, 1926 3 Sheets-'Sheetn 3 liz/@THE 71. ZT Qrcdww Zeri/ze? distributor plate extendinginto Patented Nov. 1, 1927 UNITED STATES PATENT OFFICE.

EDWIN ARCHER TURNER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO LOCOMO- TIVE STOKER COMPANY, A CORPORATION 0F PENNSYLVANIA.

LOCOMOTIVE s'roxER'.

Application led July 8, 1926. Serial No. 121,110.

The object of the invention is to provide 1o improved means for raising the fuel to the points of discharge upon the chutes which deliver to the two side portions of the dlstributor plate; to secure compactnessand to limprove the location of the fuel elevator so as to avoid substantially all encroachment further obj ect is upon the areas of the backhead of the boiler which, as locomotives are now organlzed, are required for the emplacement of other essential devices such asgauges and the like. to provide for the regulation of the two streams of fuel to facilitate the trimmin of the fire.

While in 1ts details the invention maybe .variously embodied, a desirable, and so far as now advised, preferred form of construction is hereinafter `described and is illustrated in the accompanying drawings 1n which Fig. 1 is a detail elevation of the rear end of a locomotive with the improved stoker applied thereto, a portion of the latter being shown in section and some portions of its internal construction being indicated by dotted lines.

Fig. 2 is a detail central, longitudinal, vertical section of the rear end of the locomotive with the stoker applied thereto.

l Fig. 3 is a sectional detail on line 3-3 of- Fig. 2, some of the parts being omitted, and

Fig. 4 is a detail, partly in section, of the driving mechanism of the Stoker.

A conventional form of backhead of the ,locomotive boiler is represented at 10 and is shown as being provided with the usual hand firing door opening 11.; a portion -of the rate is shown at 12; and of the locomotive l rame at 13. The deck of the cab is shown at 14. and a transfer conveyor for bringing. the fuel forward from the-engine tender is shown at 15.

The conveyor 15 delivers into the lower end of an elevating conduit 16, to which it may be connected by a ball joint 17.

The conduit 16 is located on the longitudinal, median line of the locomotive, and extends upwardly thru the deck 14 and substantially parallel with the backhead 10, from which it is spaced' a short distance. A pair of outwardly bowed conduits 18, 19 each of substantially one-half the capacity of the conduit 16 extend upwardly from the latter, and flank the re door opening 11. The open in-t-urned ends of they conduits 18, 19

are slightly within the side margins of the.

lire door opening and below its upper margin.

The box or casing 20, securely bolted to the backhead 10, encloses the opening 11 and is provided in its outer wall with a corresponding opening 2l, which may be closed by suitable doors, not shown. The conduits 18, 19 may be cast integrally with the casing 20, as shown, their converging lower ends extending to the top of the conduit 16 and being securely bolted thereto.

Mounted within the casing 20 are a pair of chutes 22, one below the open end of each of the conduits 18, 19 and both being inclined downwardly toward a distributor plate 24 which extends thru the opening 11 and into the fire box of the boiler. These chutes are provided with stems 25, 26 which are pivoted as shown at 27 wit-hin the casing 20 so that they may swing laterally for the purpose of discharging fuel either adjacent to the side margin of the plate 24 or to its middle portion. Power may be applied in any suitable manner for causing the oscillation of the chutes, as thru a-control box 28, attached to the backhead 10 and containing mechanism whereby the application of such power may be controlled and regulated. This mecha nism is not shown in detail for the reason that it is well known and does not constitute a part of the presentinvention.

A dividing vane or plate 29 ispivotally mounted at the juncture of the conduits 18, 19, being carried by a spindle 30 journaled in the side walls of t ese conduits, from which it depends,and in eiect forms a downward continuation ofthe upper wall of each of the conduits and splits the column of coal ascending thru the conduit 16 into two streams. This vane may be adjusted by means of a crank arm 31 on the outer end of the spindle 30, and which carries at its outer end a stud 32 cooperating with suitable apertures in a fixed quadrant plate 33. When swung laterally 1n either direction, the vane 29 cramps the receiving end of one of the conduits 18, 19 and enlarges that of the other, thereby correspondingly varying the amount of fuel entering each.

The distributor plate 24 is secured in place in any desired manner. In order that it may be easily inserted and removed, it may be provided with a backwarddy extending hooked arm 34 cooperating with a socketed lug 35 formed on the inner face of the bottom wall of the casing 20. The forward end of the plate 24 rests by gravityx upon the lower margin of the opening 11, thru the medium of down standing flanges 36. An opening 37 in the bottom wall of the casing 2O permits the entrance of air under the plate 24 to protect the latter from the intense heat of the furnace.

Within the conduit 16, there is housed an elevating screw 38, the lower end of its shaft 39 extending thru the bottom of the conduit and carrying a worm gear 40. Power for driving the screw 38 and the transfer screw 41 is derived from a motor 42 which may be suitably mounted on the frame of the locomotive and below the deck thereof, its shaft 43 extending transversely of the vehicle and being provided with worms 44, 45 for engaging respectively the worm gear 40 and a worm gear 46, the shaft 47 of which is connected, in any suitable manner, with the shaft of the screw 41. The worm 45 is preferably sleeved upon the engine shaft 43 and may be locked thereto by means of a clutch element 48 splined upon the engine shaft and controlled by a shifter element 49 thru the medium of a crank arm 50 on the upper end of a rod 51 extending upwardly thru the deck 14.

The conduit 16 is provided with a removable panel 52 to give access to the interior of the conduit for the purpose of removing any extraneous matter which may enter with the coal and clog the machinery. This panel is preferably outwardly offset as plainly shown in Fig. 2 in order that the margin of the opening which it covers may serve as a shoulder to check the tendency of the ascendingr fuel to rotate with the elevating screw. The conduits 18, 19 are preferably given an oval form as shown in Fig. 3 to check the tendency of the fuel to rotate within them.

Fuel brought forward by the transferring screw 41 is delivered directly to the elevating screw 38 and thence into the two conduits 18, 19 thru which it is forced by the, pressure of the last namedscrew and from which it is discharged upon the chutes 22, 23, and falling upon the plate 24 is projected therefrom and scattered over the area of a grate 12 by means of steam jets issuing from a chest 53 which may be formed ntegrally with the plate. Chest 53 is preferably divided into two compartments to each of which leads from any suitable sources of supply steam pipes 54, 55.

Should the bed of fuel on the grate become uneven by reason of an excess of fuel being delivered to one side of the fire box, the vane 29 may be shifted to diminish the supply to that side and increase it to the other side of the fire box. Should a clogging occur, it will ordinarily be caused by 'the presence of extraneous matter, usually an iron fragment, wedging between the periphery of the elevating screw and the wall of the conduit. For the purpose of removing such object, the elevating screw is turned backwardly a short distance, and preferably before this action, the transfer screw 41 is stopped by disconnecting the clutch element 48 from the worm 45.

r1`he upper end of the vane 29 fits within a pocket formed in the conduit wall, and at the juncture of the conduits 18, 19, the upper or pivotal end of the vane is thickened andl rounded, as shown at 60, 60, the sides of the pocket being correspondingly rounded, as shown at 61, 61. The extreme upper surface 62 of the vane is flattened and spaced from the corresponding surface 63 on the conduit wall. This structure permits the vane to be easily adjusted, preventing binding due to a pocketing of coal between the vanes and the walls of the conduit and reduces the change in the wall structure lof the conduits when the vane is adjusted to make an unequal division of the coal. Where there is ample room, the flattening at 62 may be omitted and the complemental surface of the vane and the wall may be made cylindrical thruout. By flattening the surfaces as shown, greater clearance is afforded between the vane and the fire door opening.

The box or casing 2O and the branch conduits form a unit that may be made substantially uniform for a large number of locomotives while the straight section of the elevator or the conduit 16 together with its elevating screw will vary in length with different locomotives.

The cool air passing thru the opening 37 along the under side of the distributing plate ...nu Je' 25 wardly. at

branching outwardly from the upper end of the elevating conduit and curved inwardly j .firing opening, a pair of conduits branching outwardly from the upper end of the elevating conduit and curved inwardly at their uppeil ends, a screw within the elevating condui-t for forcing fuel therethrough andv through the pair of conduits, and swinging chutes receiving from the branching con duits and delivering into the firing opening.

3. In a Stoker for a locomotive having a backhead and a, firing opening therein, in combination, an elevating conduit under the firing opening, elevating means within the conduit, a pair of upwardly inclined conduits branching outwardly from the upper end of the elevating conduit and curved intheir upper ends, chutes receiving from the branching conduits and delivering into the firing opening, and a dividing vane interposed between the lower ends of the branching conduits.

4. In a stoker for a locomotive having a backhead and a firing opening therein, in combination, an elevating conduit under the ring opening, elevating means within the conduit, a pair of upwardly inclined conduits branching outwardly from the upper end of the elevating conduit and curved 1nwardly at their upper ends, chutes receiving from the branching conduits and delivering into thefiring opening, and an adjustable dividing vane interposed between the lower ends of the branching conduits.

5. In a Stoker for a locomotive having a backhead with a firing opening therein, the combination of an elevating conduit extending upwardly along the backhead below the firing opening, a pair of conduits receiving fuel from the first conduit, said pair of conduits diverging outwardly below the firing opening and then curving upwardly and in. wardly to points adjacent to the top of the firing opening, elevating means within the first conduit to force fuel thru the branch conduits and distributing means receiving fuel from the branch conduits.

6. In a Stoker for a locomotive having a backhead with a firing opening therein, the combination of an elevator casing including a single conduit extending upwardly along the backhead and forkedto form two branch conduits diverging below the firing opening then curving upwardly and inward y and terminating adjacent to the upper part of the firing opening, an elevator Screw 1n the single conduit for forcing fuel thru the branch conduits, and distributing means rcceiving fuel from the'branch conduits, said casing being divided below and adjacent to the fork and said screw terminating adjacent to the division.

7. In a Stoker for a locomotive having a backhead with a firing opening therein, the combination of an elevator casing including a single conduit extending upwardly along the backhead and forked to form two branch conduits diverging below the firing opening, then curving upwardly and inwardly and terminating adjacent to the upper part of the firing opening a box secured to the backhead about the firing opening and inclosing the upper end portions of the branch conduits, an elevator screw in the single conduit for forcing fuel thru the branch conduits, and distributing means receiving fuel from the branch conduit, said casing being divided below and adjacent to the fork and said screw terminating adjacent to the division.

8. In a Stoker for a locomotive having a backhead and a firing opening therein, the combination with an elevating conduit located below the firing opening, a casing inclosing such opening and attached to the elevating conduit, such casing comprising a pair of branch conduits receiving from the elevating conduit and bowing outwardly, their upper ends delivering into the chamber of the casing, and a screw within the elevating conduit for forcing fuel therethrough and through the branch conduits.

9. In a Stoker for a locomotive having a backhead with a firing opening therein, the combination of a single elevator conduit eX- tending upwardly along the backhead and forked to form two branch conduits diverging below the firing opening, then curving upwardly and inwardly and terminating adjacent to the upper part of the firing opening, an elevating screw in the Single conduit for forcing fuel thru the branch conduits, said branch conduits being of non-circular cross section, and distributing means receiving fuel from the branch conduits.

10.\The combination of a locomotive including a backhead having a firing opening communicating with the iirebox, a Stoker including a casing having a support adjacent to the lower portion of the firing opening, a distributor projecting into the irebox, a hook at the rear end of the distributor adapted to engage the support and prevent forward movement of the distributor, and meanson the bottom ofthe distributor for engaging with the backhead at the'bottom of the ring door to prevent rearward movement of the distributor.

11. The combination of a locomotive including a backhead having a firing openmg communicating with the fireboX, a Stoker including a casing having a Support adjacent to the lower portion of the firing openbottom of the distributor coo erating with ing, a distributor including a plate projectthe backhead at the bottom o the fire door ing through the firing opening into the`fireto prevent rearward movement of the dis- 10 box, a hook on the rear portion of the plate tributor.

5 engaging said support to prevent forward In testimony whereof I aix my signature.

movement of the distributor and downward tilting of its front end, and lugs on the E. ARCHER TURNER.

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