US1762362A - Locomotive appliance - Google Patents

Description

` June 10, 1930. LASEIDERS 1,762,362

' LOCOMOTIVE APPLIANCE Filed Jan. l2, 1928 Patented dune 10, 1930 ENT OFFICE IRWIN A. SEIDERS, OF READNG, PENNSYLVANIA LOCOMOTIVE APPLANCE Application led January 12, 1928.

This invention relates to locomotive appliances.

In the operation of locomotives, the provision of eiiicient draft conditions and proper' disposition of the products of combustion have been given much attention in the locomotive art, and the present day practice is unsatisfactory in many respects. The system as now employed in locomotives is to vent the exhaust nozzle from the cylinders into the smoke box, which serves to blow the products of combustion through the stack during the time the locomotive is running, and in order to augment the action of the exhaust nozzle live steam blower is utilized either when the locomotive is running or when it is at rest. 'Under these conditions, the exhaust nozzle must be relatively small to adequately serve its purpose, and, of course, the smaller the exhaust nozzle the greater is the baclr pressure set up; consequently, the use of an exhaust nozzle small enough to accomplish the desired purpose is instrumental in increasing the fuel consumption, and the fuel consumption is still further increased by the constant use of live steam in the blower. Further, the smoke or products of combustion issuing from the smokestaelr are intensely black in color, and the particles composing the same, after their emission from the stack, tend to float or remain suspended until they spread over large adjoining areas before final precipitation. In addition, due to the intense heat generated by the issuance of the products of combustion through the stack, hitherto the stack rapidly becomes unsightly because the intense heat generated burns oif the paint which may be applied to the stack.

An object `of the present invention is to provide an arrangement of a character wherein the air currents set up while the locomotive is in motion are utilized to create `better draft conditions in the locomotive, thereby permitting the use of a larger exhaust nozzle with less back pressure than usual, and

the necessity for use of the live steam blower is largely curtailed, all of which serves to materially decrease the fuel consumption and improv-e the emciency of the locomotive.

A further object of the invention is to pro- Serial No. 246,370.

vide, in conjunction with the arrangement just referred to, means for introducing exhaust steam, and live steam also for emergency purposes, into the currents of air which induce the proper draft conditions in the locomotive, whereby steam is injected into the products of combustion issuing from the smokestack adjacent its outlet, and by reason of the whitish color of the steam, brought about through contact with the atmosphere changes the color of the smoke issuing from the stack to white or a grayish white color; further, the moisture deposited upon the particles of the products of combustion serves to cause rapid precipitation of the same.

Still another object of the invention is to provide a sinolrestaclr arrangement in which the external surface is spaced by an air gap from the conduit through which the products of combustion issue, so that the external visible portion of the stack is not subjected to the intense heat of the products of combustion, and maybe painted without danger of the paint being burnt off, as usually occurs in smolrestaclrs of ordinary types.

Other and further objects of the invention will more clearly appear from the description and claims hereinafter following.

Referring to the drawings forming part of this specification, Figure l is a front elevational view of a locomotive, disclosing the cylinders and smokestack, and showing the invention applied thereto, the `wheels and other appurtenances of the locomotive not necessary to an understanding of the invention being omitted. Figure 2 is a side elevational view, corresponding to Figure l, showing the front end of the locomotive with the invention applied thereto. Figure 3 is an enlarged horizontal sectional viewof the smokestack, showing the invention, and corresponding substantially to the line 3-3 of Figure l. And Figure 4 is an enlarged vertical sectional view of the smokestaclr construction, corresponding substantially to the line Llf---fi of Figure 3.

As shown in the drawings, l0 represents the front end of the locomotive, which provides the smoke box, and 11--11 indicate the usual locomotive cylinders connected to a lill) saddle of a common form and indicated at 12, in connection with which is provided an exhaust nozzle 13, of a usual type. The parts of the construction just referred to, are common to many types of locomotives and form no part of the subject-matter of the invention, except in so far as they enter into the combination as hereinafter described.

rlhe smokestack of the locomotive may be indicated as a whole by the reference character 14. The stack 14, forming part of the subject-matter of my invention, comprises a rather short inverted conical portion and a flared bottom or bell-like portion 16, and adjacent the point where the portions 15 and 16 merge at the top of the belllike portion and the bottom of the inverted conical portion there is provided an annular flange 17, curved to lit the contour of the front end 10, the lower portion of said flange being adapted to rest upon the wall at the top of the front end of the locomotive. The bell-like portion 16 communicates with the smoke box so as to provide a conduit 18, through which the products of combustion are vented from the smoke box to the outside atmosphere. Surrounding the inverted conical portion 15 of the stack, in spaced relation, is an auxiliary or secondary stack 19, said stack being of larger diameter than the portion 15 of the inner or main stack, and held in spaced relation with reference thereto by a pair of vertically extending, diametrically disposed, long webs 20-20, as best shown in Figures 3 and 4, and by means of four short webs 21-21, indicated in dotted lines in said ligures, thereby providing a series of passages 22-22, formed by the adjacent walls of the intermediate portion 23 of the auxiliary stack 19, and the outer walls of the main stack 15. The lower end of the auxiliary stack 19 is flared, as indicated at 24, forming with the top surface 25 of the flange 17 an annular orifice or passageway which communicates with the passages 22-22 between the main and auxiliary stacks. The upper portion of the auxiliary stack 19 is somewhat thicker than the remaining portions thereof, as indi cated at 27, and the inner surface of the enlarged portion is curved inwardly toward the wall ofthe main stack 15, as indicated at 28,

and is spaced from the upperextremity of the portion 15 of the stack to provide an annular the upper endsV of the stacks, the auxiliary stack being provided with an annular aperture at its upper end, indicated at 30, through which the products of combustion are vented to the atmosphere.

Formed diametrically opposite each other, adjacent the lower end of the exterior or auxiliary stack section or portion andV in between passageway between said auxiliary section and the main stack sec'-` tion, are jet members 31-,31, each of which is provided with a horizontally disposed jet 32 a suitable distance main and auxiliaryv and an oppositely disposed, ho-rizontally extending, jet 33, said jets discharging into the cavities 22 formed between the interior and exterior stack portions. Each of the jet members is provided with a nipple for the reception of a pipe section 34, the pipe sections 34 being connected by suitable fittings indicated at 35-35 to a T fitting 36, the latter having a single pipe 37 communicating therewith. The pipe 37, at its lower end, is provided with a continuous horizontal section 38, which communicates with a pipe 39 which projects into the main exhaust cavity of the cylinder saddle 12, the inner end of the pipe 39 being beveled as indicated at 40, and the beveled portion turned downwardly so as to more 4efficiently intercept a portion of the exhaust steam to be conducted to the jets 32 and 33. The pipe 37 is also provided with a fitting by means of which a pipe line 42 may be placed in communication with the pipe 37, the pipe 42 being arranged to lead to a source of live steam supply, which may be controlled by a suitable valve in the cab of the locomotive in a well known manner.

1n operation, when the locomotive is running, due to the provision of the flared portions of the inner and outer stacks, at the lower ends thereof, air currents will pass into the annular opening 26 upwardly through the passages 22`22 and be deflected inwardly by the curved portions 28 of the outer stack, finally emerging through the aperture 30 of said outer stack. Due to these air currents which under the conditions stated will have considerable velocity, a vacuous condition will be set up, inducing a powerful draft through the smoke box, and this draft will continue at all times while the locomotive is operating, and will create sufficient draft so that the ordinary live steam blower may be almost entirely dispensed with when the locomotive is running, and the size of the exhaust nozzle may be made larger, cutting down back pressure to an appreciable extent, thereby effecting a saving in fuel consumption with a material increase in efficient operation of the locomotive. By reason of the provision of the jets 32 and 33, exhaust steam from the main exhaust cavity of the cylinder saddle will be conducted to these jets, which will vent the exhaust steam into the atmosphere by way of the passages 22-22, either when the locomotive is standing or while the air currents are induced through the passages 22-22 while the locomotive is running. The steam thus vented to the "atmosphere, and

by its contact therewith, will assume a whitish color, and when the steam issues from the passages 22 it is deflected by the curved orifice 28 of the outside stack into the stream of the products of combustion issuing by way of the main stack from the smoke box, causing the products of combustion, by reason'of the intermingling of the steam, to

assume a whitish or grayish appearance. Further, due to the moisture incident to the condensation of the steam, the particles ot the products of combustion will become heavier and will tend to precipitate rapidly, thereby conlining the spread ot the products ot combustion to a relatively small area. ln addition, due to the fact that the outer auxiliary stack is disposed in spaced relation in reference to the main stack, the auxiliaryT stack is not subjected to excessive heat, and when the outer stack is once painted the same will maintain its attractive appearance without danger oil' the paint being burnt oit, as usually occurs in smolrestaclrs ot ordinary types.

While l have herein shown and described what l consider the preferred manner ot carrying out the invention, the same is merely illustrative, and l contemplate all changes and modilications which come within the scope of the claims appended hereto.

I claim:

1. In a smoke-stach construction tor locomotives, the combination with a. tubular pipe member attached to the smoke-box of the locomotive and communicating with the interior thereof; of an auxiliary pipe member of larger diameter than said first named pipe, surrounding the same and spaced therefrom to torni an upwardly directed tlue passage, said flue passage communicating` with the top of the inner pipe and having an inlet passage at the bottom open to the atmosphere, said inlet passage having downwardly and outwardly inclined inner and outer walls and terminating in a laterally directed inlet opening proper.

2. In a smoke-stack construction for locomotives, the combination with a tubular smoke pipe member attached to the smoke,

box of a locomotive and having the interior thereof communicating with the interior ol" the smoke-box; of an auxiliary tubular pipe i member surrounding` said smoke pipe inember and spaced therefrom to provide a flue, said auxiliary pipe member communicating at one end with the top opening ol' the smokepipe and communicating with the atmosphere '7 at the lower end thereof, said smoke pipe member having a downwardly and outwardly directed flange below the lower end ot the auxiliary tubular pipe member and spaced therefrom to provide a laterally directed inlet passage for said flue, communicating with the atmosphere and having an upwardly inclined inner detlecting wall.

3. ln a smoke-stack construction for locomotives, the combination with a cylindrical shell open at the top and bottom ends, said shell being attached to the smoke-box ot a locomotive and having t-he bottom opening thereof communicating with the interior ot' the smoke-box; of a cylindrical shell surrounding said irst named shell and spaced therefrom to form an upwardly directed flue passage, said iiue passage communicating with the top opening ot the inner shell and having an inlet passage at the bottom open to the atmosphere, said inlet passage having a downwardly and outwardly inclined inner wall and a correspondingly inclined outer wall spaced therefrom, thereby providing a laterally directed inlet opening proper; and a steam jet communicating with said flue passage.

Il. ln a smoke-stack construction for locomotives, the combination with a cylindrical pipe member having an inlet opening at the bottom and an outlet at the top, said pipe having the bottom end attached to the smoke bon of a locomotive and communicating with the interior of said box; ot an auxiliary tlue member communicating at one end with the top opening oit said cylindrical pipe and having an inclined inlet passage at the bottom end communicating with the atmosphere, said inlet passage having a laterally directed inlet opening communicating with the atmosphere; and a steam jet communicating with said flue passage, said steam j et receiving the steam from the exhaust of said locomotive.

5. A smoke-stack construction for locomotives, including inner and outer cylindrical shells integrally formed, said outer shell being spaced 'from the inner shell to provide a vertical iue passage therebetween, said flue passage communicating at its upper end with the opening at the top ot said inner shell, said inner shell communicating with the interior of the smoke-box of the locomotive, said outer shell having the bottom end section ol' the wall thereof outwardly tiared and said inner shell having an annular flange below the terminus of said outer shell and spaced therefrom to provide a laterally directed air inlet passage therebetween communicating with said tlue passage.

6. A smoke-stack construction for locoinotives, including inner and outer shells, said outer shell entirely surrounding the inner shell and spaced therefrom, providing an annular vertical flue passage therebetween, said annular passage at the upper end communicatiiig with the outlet opening of said inner shell and communicating at the bottom end with the atmosphere, the inner shell being mounted on the locomotive and communieating directly with the interior of the smoke-box thereo't, said flue passage having a downwardly and laterally outwardly inclined inlet passage at the bottom end thereof having a laterally directed inlet opening, through which air is forced by the motion of the locomotive.

7. A smoke-stack construction for locomotives including: inner and outer shells spaced apart to provide a vertical line passage therebetween; means integral with said shells for rigidly connecting the same, said inner shell lill) having the lower end thereof Communicating With the smoke-box of the locomotive and the upper end communicating with the atmosphere, said Hue passage terminating at the upper ends of said shells and Communicating With the outlet opening of the inner shell, the bottom of said outer shell terminating short of the bottom of the inner shell; and a down- Wardly and outwardly Curved annular flange m on said inner shell spaced from the outer shell and said outer shell having the lower section thereof flared outwardly, said outwardly flared section havingl the terminal edge thereof in spaced relation above said 15 flange', thereby providing a laterally outwardly directed inlet port between said flared section and Harige leading to the flue passage. In Witness that I claim the foregoing I have hereunto subscribed my name this 27th day go of December, 1927.

' IRWIN A. SEIDERS.

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