US1703447A

US1703447A - Oil burner

Info

Publication number: US1703447A
Application number: US68770A
Authority: US
Inventors: Held Siegfried
Original assignee: Individual
Current assignee: Individual
Priority date: 1925-11-13
Filing date: 1925-11-13
Publication date: 1929-02-26
Anticipated expiration: 1946-02-26

Description

OIL BURNER Filed Nov, lK 1925 8 Sheets-Sheet 'l @.HEL@

OIL BURNER Filed Nov.13. .1925 .9 Sheets-Sheet 2 Feb. 26, 1%29. `,703,447

$.HELD

OIL EURNER Filed Nov. 13, 1925 8 SheeS-Sheet 5 Feb. ze, 1929. I 1,709,447

s. HELD OIL BURNER Filed 11011.15, 1925 8 Sheets-Sheet 4 imi-II 1559/? @l- 5 /35 UW y@ Feb. 26,1929. 1,703,447

S. HELD 01.11 BURNER v 8 Sheets-Sheet 5 Filed Nov. 13. 1925 Feb.l 26, 1929. A 1,703,447

s. HELD OIL BURNER u Filed Nv.13, 1925 8 Sheets-Sheet, 6 E/ F i:

' 7 461146 7 I l .//Z I l j /al/ /7 1' /5/74 ab@ l 5i ZZ l Y fz f f Z W v 1 96 -Z- l;Y 7.-.

y s. HELD OIL BURNER Filed Nails. 1925 a sheets-Spena Patented Feb. 26, 1929.

UNITED STATES smernmnnnnn, F CHICAGO, ILLINoIs.

OIL BURNER.

Applieaunn med November 1s, 1925. serial No. 68,770.

This invention relates to an oil burner of that type adapted for use in connection with furnaces in dwellings or the like, for steam and hot water systems, but which is susceptiblefof use in all situations for which 'it 1s adaptable.

It is among the objects of this invention to provide a burner that is substantially noiseless; that is economical in .the consumption of fuel; in which there is little or no carbonization; that provides a broad heating area;

that can readily be adjusted for insertion in a furnace of any character and that is automatically controlled.

will become more apparent in the following description and disclosures, this invention comprises the novel structure and combinations hereinafter described and more particularly pointed out and defined-in the appended claims.

In the accompanying drawings which illus?.

trate a preferred form of this lnvention and in which similar reference numerals refer to similar features in the different views:

Figure 1 is a side elevation of the device. Figure 2 is a top plan view of the burner device with parts removed and parts shown in section.

Figure 3 is a vertical sectional View through a part of the burner device. Figure 4 is an enlarged fragmentary top plan view of the control mechanism at the front part of the device.

Figure 5 is an enlarged sectional View taken on line V--V of Figure 4.

Figure 6 is an enlarged sectional view taken on line VI-VI of F igure 4.

Figure 7 is an enlarged top plan view of the radially adjustable hollow arms carrying the burner disks and enclosing fuel chambers.

Figure 8 is an enlarged horizontal and fragmentary sectional view through one kof the vapor controlling valves, taken substantially upon the line VIII- VIII of Figure 3.

Figure 9 is an axial sectional view through the pressure regulating valve.

Figure 10 is a sectional View upon the line X-X of Figure "9.

Figure 11 is an enlarged sectional view upon the line XI-XI of Figure 10 with parts omitted.

l/Vith these and other obj ects in view, which 17 4Figure 12 is a sectional view -taken upon the line XII-XII of Figure 5.

Figure 13 is a sectional view through the liquid fuel valve.-

Figure 14 is a side elevational view of theV valve mechanismshown in Figure 13.

Figure 15 is an end elevational view of the 60 fuel valve shown lin Figure 13. l

Figure 16 is a sectionalrv view taken'on line XVI-XVI of Figure 1. i

Figure 17 is a top plan view of a gas lburner for use for primarily generating the vapor or gas from the oil.

Figure 18 is a bottom plan view of Figure Figure 19 is a diagrammatic view of the control system.

As shown on the drawings:

The structure illustrative of this invention comprises means for regulating the pres-' sure of the liquid fuel delivered to the burner; means for vaporizing the fuel; means for superheating the vaporand gasifying the same before it is delivered to the burner; means for regulating the amount of air mixed with the vapor or gas and a control which will automatically reduce the amount of fuel to a negligible quantitywhen a great deal of heat is not required. i

The means for controlling the pressure of the liquid fuel comprises a pressure regulating mechanism denoted as a whole, by the reference numeral 1, in Figuresl, 2, and 9. It is placed in the fuel supply pipe 2.

In referring to Figures 9 to 11, it will be noted that this regulating mechanism comprises a cylindrical body portion 3 having a liquid fuel inlet 4 and an outlet 5. The inlet 4 communicates with a passage 6 in a bridge 7 that extends across the interior of the cylinder 3 and has a pair of plugs 8 and 9 threaded therein from opposite sides. The 95 plug 9 forms a valve seat While the plug 8 closes an inspection aperture. The outlet 5 communicates with a passage 10 formed in an inwardly projecting ledge 11 which has a lower threaded plug 12 forming a valve 100 seat.

The ends of the body portion 3 are enlarged and internally threaded for receiving suitable open-ended caps 13 and apertured disks or rings 14 at the inner ends of the caps. 105 Therings Aand caps are in separable threaded Cil connection with Vthe body portion. ln the open ends of the caps 13 are threaded eylin-' drical Acup-like members 15 which form sockets for coil springs 16 which respectively press against the outer ends or heads 17n "of bellows diaphragms 17, the inner ends of which rest upon and are ,secured to the rings 14. 'llhe head of each diaphragm is prol vided with a guide rod 18 that extends through a bearing aperture in the end of the adjacent caps 15.

The head of the diaphragm adjacent the passage 6 of the inlet port, supports a valve port in the plug 9.

The head 17a of the lower diaphragm sup ports a grooved block 26 upon its inner side, to which a valve or metering pin 27 is secured; the pin having a head fitting 4in the groove of the lblock. The shank of this valve 'pin is provided with a

paireof grooves

28 and 29 in which fit the heads 30of leaf spring 31 which are attached to the valve plug` 12.

The diaphragms are normally adjusted for a predetermined pressure, in the present instance iifteen pounds pressure for the inlet valve 25, and twelve pounds pressure for the shut off valve 27. This adjustment is effected through the rotation of the adjustable caps 15 -to vary the strength of the springs 16. The liquid, fuel entering through the inlet 4 and passage 6 will pass through the port 9 controlled by the conical or needle valve 25 into the space or chamber interior'of the body portion 3. ,This liquid fuel is fed under pressure into this regulating mechanism. If the pressure in said chamber rises above the predetermined value, vthe diaphragm 17 supporting the-valve 25 will be actuated and move the said valve 25 to close the valve port in the plug 9..y Ifthe initial pressure drops to twelve pounds, which may /be predetermined, the pressure on the diaphragm that holds the outlet. valve 27 open will be`relieved allowing the said voutletnvalve 27 to be closed by the spring 16. Under proper pressure and normal Working conditions the valves 25 and 7 ilvill both be open for the passage of liquid The liquid fuel under a predetermined pressure will pa-ss from the outlet 5 in the regulating valve mechanism through a pipe 32 (Figure 2) which is connected to a pipe 33 leading to a control yvalve mechanism denoted as a whole by the reference character 34 and which is shown in detail in Figures 13 to 15. -In referring to'said figures, it will benoted that the pipe 33 leads to a strainer chamber 35 in which a strainer 36 is inserted through the outer end of the chamber which is closed by- -anchored to the headn 41 yof a bellows diaphragm 42 supported in a closed end sleeve 43 which is threaded in a cylindrical opening co-axial with the strainer chamber and communicating therewith. The inner end of said opening is reduced to provide an annular shoulder 44. A ring 45 is clamped between this shoulder and the 'sleeveto aord sof a support for the open end of the diaphragm.

A spring 46 confined in the closed end of the sleeve 43 acts upon the head of the bellows diaphragm to normally vclose the valve.

An arm 47 extends from the end of the valve casing; a lever; 48 is pivoted upon this arm. This lever has an enlarged aperture through which the valve rod 40 extends; the valve rod being provided with a collar 49 adjacent the lever. VThe lower end of the lever slopes outwardly as indicated at 50. Another arm 51 projects. from Athe -Casing. A rod 52 is journalled in this arm. A cam 53'is secured upon the arm for coaction with the sloping rod of the lever. An arm 54 is secured upon the rod 52 forsupporting a trip bucket 55 (Figure 2). The normal Weight of the trip bucket will normally hold thel valve 39 inlopen position against the tension of the spring 46. However, when the trip bucket becomes filled with oil it will rotate the rcam 53 from under the lever 48 allowing the spring 46 to shift the valveI 39 to closed position for shutting oli the supply of oil. with aa, drain outlet 56 which is normallyr closed by a rotatable valve 57.

The strainer chamber 35 'is provided An L shaped passage 58 extends fromit-he l cylindrical chamber between the filter chamber and the bellowsA diaphragm 42, and communicates with a cylindrical chamber 59 in the upper part of the valve casing. A ro- `taryl valve 60 operates in this cylindrical chamber. This rotary valve has a transverse passage 61 which is the normal fuel feeding passage and a smaller passagel 62 preferably at rightangles to the passage 61. The valve 60 may `be-rotated to bring either the duct nection wit t e valve casing. The. rotary valve has va stem 68 extending through said' plug which is provided with a common form of'stuiing box 69. The outer end of the stem 68 has a transversely extending pin 70 located in a groove 71 of a clutch block 72 in which a shaft 73 is co-axially secured with the stem 68 by means of a set screw 74. This shaft 7 3 extends into a switch box 75 (Fig' ure 14) to which reference will later be made.

On each side of the casing there is a rearwardly extending" wing 76 which is best shown in Figure 2, and which is provided with an attaching flange 77 for attachment to the rear end 78 of the burner frame.

The liquid oil escapes from the out-let chamber thru the beforementioned pipe- 66, Figures 2, 14 and 15, which exten-ds into one of the hollow side rails 79 andL emerges there-V from at the rear end where it has a trans- (Figure 3) extends through the rib 80 and P P hub 82.

A vapor superheater 84 is supported upon the upper end of the hub 82 which projects about the cylindrical chamber, by means of'- a socket 85 engaging over such hub. While this superheater may be of any design it preferably consists of a cylindrical member provided with a spiral passage v86 as shown more clearly in Figure g16, the walls of which are provided with suitable vertical passages 87 which exten-d therethrough to provide a thoroughfare for the flames for heating the superheater and the vaporizer therefor.

The superheater 84 is provided with a central upwardly projecting hub 88 having a bore 89 which terminates atfits bottom in a reduced bore 89a extending through the upper part of the socket member 85.` A pipe 90 is secured in the reduced bore 89a andextends through the bore 89 and into a Vaporizing chamber 91 formed by a metal dome-like member 92 provided with a bottom closure plate 92a' supported upon the hub 88 of the superheater 84. A conical shield or oil spreader 93 is secured upon the upper end o f the pipe 90. A pipe 94 is threaded fin the hub 88 concentric with the pipe 90. This pipe 94 is larger than the pipe 90 s o as to define a passage therebetween for the escape of the vapor, and since it extends upwardly under the shield 93, no liquid fuel is likely to enterthe same. The enlarged bore in the hub 88. communicates with the spiral passage k86 in the superheater. Consequently the vaporized fuel inthe chamber 91 will escape A through the passage between the concentric From the superheater the heated vapor enters a pipe 95 and is conveyed to a lower transverse chamber 96 (Figure 8) formed in a hollow transverse member 97 of the frame. The transverse member 97 is provided with a pair of similar outlet ports 98, the structure of one being shown in detail in Figure 8. The transverse member 97 has a pair of bearings 100 in alinement with the respective ports 98. A valve rod 101 is slidably mounted in each bearing. The forward end of each rod has a conical shoulder 102 that lits ina conical seat formed at the entrance to each port, and a forwardly projecting pin 103 that. extends through the port and that cleanses the port of soot or the like during the sliding movements of the rod.

The transverse member 97 is integral with f the end bearings 104 which support the forward ends of the hollow rods 79. A bar 105 integral with the bearings 104 extends in parallel spaced relation 4with the transverse member 97. The bar 105 is provided with bearings 106;@ alinement with the ports 98. 1

A pipe 107 1s secured in one bearing and a i e 108 is secured in the other bearing. lA short tube 109 is slidably mounted in the end of each

pipe

107 and 108, and has an operating rod 110 attached thereto. The space between the

members

97 and 105 provides an air gap for the mixture of air with the fuel vapors or gas as in an adjustable Bunsen burner. the air gap, the volume of air mixed with the fuel will* be varied.

The pipe 107 is connected to a hollow'cast-V ing 111 which is best shown in Figure 2. This casting is provided with three upwardly extending

hollow branches

112, 113 and 114,

By adjusting the tubes 109, across located at the rear of the burner and which form fuel chambers. The rear end of a hollow arcuate arm 115 (Figure 7) is removably journalled upon the upper end of each of the

branches

112 and 114. The middle branch 113 is connected to the gas burner mechanism 81 as best shown in Figure 3.V

The mechanism 81 consists of a cylindrical gas chamber 116 the ends of which terminate adjacent the passage 117 (Figure 17) that leads from the branch 113 to a central chamber 118. The top of the circumferential chamber 116 is provided with suitable apertures 119 for thev escape of gas during combustion. A gas p-ipe 120l which may be connected with the city main and provided with a valve 120il extends into the gas chamber 116 as shown in dotted lines in Figure 17 The lcasting or the like having a circumferential top of the central chamber 118 is provided arms are inserted suitable .apertured plugs 121 for the escape of oil vapors during combustion. These arms are so journalled upon the

branches

112 and 114 that they may be swung outwardly as shown in dotted lines in F igre 7 and removed therefrom ,when desire The aforementioned pipe 108 (Figure 2) is connected to a hollow casting 122 having a pair of upwardly extending hollow branches 123. A hollow arcuate arm 124 (Figures 3 and 7) is journalled at its rear end upon each of the branches 123. chambers and the top of each arm has a plurality of apertured plugs 121 inserted therein for the escape of the vapor during combustion. These arms may be readily removed i and subsequently replaced to facilitate installation and they may bel substituted by other arms for a larger or smaller furnace, to conveniently adapt the device for a larger variation of `conditions to be encountered without excessive cost. These arcuate arms 124 normally lie closelyjadjacentthe arcuate arms 115, but they are adapted to be swung outwardly as shown in dotted lines yin Figure 7, so that the flame may be carried nearer to the/outer wall. rllhe inner arms 115 may be likewise adjusted. The arms may be tempobe inwhich rise from the bridge 127 of` U-shaped brackets 128 supported in a drip pan-129 which in turn is supported upon suitable legs or pedestals 130. The forward end of this drip pan is provided with. an outlet port 131, (Fig. 3) from which apipe 132 (Figure 1) extends to the aforesaid trip bucket 55.

The function of this trip bucket is old and well known. If the burner'should unintentionally become extinguished the oil will overow into the drip pan and run .into the trip bucket which when full will release the vlever 48 by effect ofgravity and allow the joint-ed to rods 133 which extend through the front end 78 of the burner (Figures 2 and 4) cross-heads 134 are secured upon these rods adjacent the outer side of the end members 78; each cross head has a pair of rollers135,

one at each end, which are adapted to roll against cam members 136 secured upon the end frame member 78. Each cam member has a pair of diametrically opposite elevations 137 with intermediate valleys or dwells.

When the rds 133 are rotated to bring the These arms enclose fuel rollers upon these elevations the valve rods 133 will be retracted for opening vthe valves 98. Coil springs 138 surround the rods 133 between the end frame member 78 and suitable shoulders 139 on the rodsl' When the valves 98 are opened, these springs are compressed. When the cross-heads ride off the elevations 137 of the cams the springs will automatically shift the valve rods to close the valve ports.

The valve rod on the left as viewed in Figures 4 and 5 is adapted to be manually controlled, while the one on the right 'is adapted to be automatically controlled.A To this end a spur .gear 140 lis slidably splined upon the outer end of the right hand rod 133. The gearv lmember 144 supported in spaced relation to the end member 78. A worm gear 145 is secured upon the inner end of the stub shaft 142 and meshes with a worm 146 upon a motor shaft 147, the motor 148 of which being suitably supported on the end member 78. j

A frictional retarder or brake 149 coacts with the motor shaft to prevent overl-running.

This -frict-ional retarder comprises a head with a concave recess in .which a spring 150 is secured, and a rod 151 extendingl from said member which is slidably mount-ed in a bearing 152 adjustably threaded in the end member 78 and supported by a nut 153. A spring 154 between the bearing and head of the retarder serves to yieldingly press the same against the motor shaft. By adjusting the bearing 152,the tension ofthe spring can obviously be varied.

A spur gear 155 is secured upon the aforementioned shaft 73 and meshes with the spur gear 140. Upon the shaft 73 within the switch box 75 there is a movable switch member 156 (Figure 19) adapted to bridge the terminals in the box, The terminal 157 is connected with the terminal 160 which in turn is connected by a wire. 161 with a post 162 of a switch board 163. The terminal 158 is connected to a post 164 of said switch by a conductor 165 while the terminal '159 is connected -by a conductor 165 with the terminal 166 of said switch.

A source of `electrical energy is connecte to the

posts

167 and 168 of said board. The motor 148 is connected by the

conductors

169 and 170 to the

posts

162 and 167 of the board. A thermostat 171 which is usually in the room or at the point of delivered heat is connected `to the switch board 163. The high temperature side 172 of the thermostat is connected to 'the ost 166, while the low temperature side 1 3 thereof is connected to the post 164. l The movable thermostatic element 174 is connected to the post 168. A service 175 may be closed, the motor circuit will then be completedfthrough the low temperature .side of the thermostat, as can readily be ascertained from Figure 19, The 'manual valve 102 is opened andfuel is admitted tothe inner burner 81 and the burners `121 in arms 115.l

Now when more heat is required, the motor will then start and it vwill rotate the right hand shaft 133 to ride the rollers 135 upon the .elevations of the cam 136 at the Sametime withdrawing the valve rod 101 for opening its port 98; the rod 133 sliding through the gear 140. The motor lwill also rotate the shaft 73 for rotating the rotary valve 60 for alining the larger port 61 with the passage 58. When this has been accomplished, the switch blade 156 on shaft 73 will have rotated out of contact with the posts 157 and l158 .whereby the circuit will be broken and the frictional retarder will cause the ,motor promptly to stop. If the oil supply line 2 is open and oil is being pumped into the supply system, the oil will How into the regulatingvalve which maintains the oil between 12 and 15 pounds pressure. The oil will then flow through the strainer chamber and rotary valve 60 to the vaporizer 92 where the liquid fuel is turned into vapor or gas', which escapes thru the passage between the pipes90 and 94 to the supervheater 84. The heated vapor or gas leaves the v superheater through the pipe 95, from which it enters the chamber 96 in the transverse member 97; the vapor or gas passes through the valve parts 98 and crosses the air gap.

when 'it is mixed 'with -air and enters. the

pipes

107 and 108, the former of which conveys the vapor or gas tothe fuel chambers in the inner arcuate arms 115 and the chaml ger 118, in the cylindrical member 81, while the latter conveys the vapor or gas to the fuel chambers in the outer arcuated arms 124. The vapor or. gas is ignited from the gas burner which is supplied by the city main. As soon as the oil vapor or gas is ignited the city gas may be cut olf.

If the zone in which the heat is delivered becomes too hot, the movable thermostatic element 174 will connect with the high temi oil; theright hand rod 133 will be rotated to remove the rollers 135 from the elevations 137 of the cam 136 whereby the spring 138 'will shift the right \hand valve rod 101 for closing its port 98. -The small amount of oil delivered through the port 62 will go through the vaporizerand superheater and be consumed in the-inner arms 115 which produces heat and which ignites the fuel in the other burners.` As the motor rotates, the switch blade 156 will of course be rotated 90 to bridge the contacts'157 and 158 when the motor Ycircuit will be opened again.

yWhen the temperature has been sufficiently the patent granted hereon, otherwise thanv necessitated by the prior art.

I claimA as my invention: y

1. In an apparatus of the class described. a control valve for ,receiving liquid fuel,

means for vaporizing said fuel, a pair of l fuel chambers `communicating with said vaporizing means, a valve for controlling each chamber, and temperature-responsive means for closing one of said valves and for operating 'said control valve for reducing the How of fuel through the other valve. A

2. In an oil burner, the combination with a pair of. fuel burner chambers., common means for supplying fuel to said chambers, and temperature-responsive means for shutting off the supply to one chamber and for reducing the supply to the other chamber. 3. In an oil burner, a cylindrical member forming a fuel burner chamber and provided with an apertured burner top, a passaged superheater having a spiral fuel passage therein supported vabove'said burner chamber, a vaporizer supported above said superheater, concentric conduit means forming a communication between said vaporizer and the spiral passage ofy said superheater and means for conducting-superheated fuel vapor rom said superheater to said burner chamer.

4. In an oil burner, the combination wit a plurality of separate oil burner'chambers, of a valve for each of said chambers, a common oilsupply lineleading to said valves, a

control valve in said supply line and means for automatically closingone of said valves and reducing the fiow of oil through said control valve to the other valve.

5. In an oilburner, the combination with a plurality of separate oil burner chambers, of a valve for each of said chambers, a common oil supply line leading to saidvalves, a control valve in said supply line and thermo- 'statically controlled means for automatically closing one of said valves and reducing the iiow of oil through said control valve to the other valve.

y 6. In an oil burner, the combination with two fuel burner chambers having a common fuel supply line, of a pair of valves in s'aid supply line, one for each chamber and antomatically operable mechanisms for closing one valve and reducing the flow of fuel through the other valve.

` 7 In' an oil burner, the` combination with two fuel burner chambers having a common fuel supply line, of a pairof valves in said supply line, one for each chamber, a manually. -operable control for one valve, an automatic control for the second valve and means operated by said automatic control for reducing the ow of fuel through said manual-l ly operable valve.

8. In an oil burner, the combination with two fuel burner chambers having a common fuel supply line, of a pair of valves in said supply line, one for each chamber, a manuallyoperable control for one valve, an automatic control for the second valve and a rotary valve in said common supply line having In testimony whereof I'have hereunto subscribed my name. y A

SIEGFRIED- HELD.