US1818616A - Oil burner - Google Patents

Description

J. GOOD OIL BURNER Filed July '27. 1926 3 Sheets-Shget l INVENTOR on. BURNER Filed Jul 27,- 1926 Aug. 11, 1931.

5 Sheets-Sheet 2 V N OR ATTORNEY Aug. 11, 1931. J. GOOD 1,818,616

OIL BURNER Filed July 27, 1926 s Sheets-Sheet :5

Moro/z CIRCUIT /GN/T/0N C/ cu/r I N ORMH Patented Aug. 11, 1931 UNITED STATES PATENT OFFICE JOHN GOOD, OF GARDEN CITY, NEW YORK, ASSIGNOR TO GOOD INVENTIONS 00., OF

' NEW YORK, N. Y., A CORPORATION OF NEW YORK OIL BURNER Application filed July 27,

The invention relates to so-called house heating burners although useful in other relations and its objects are to improve the reliability of operation, eliminate danger of explosion and generally to reduce the number of parts and simplify the construction of this class of apparatus.

In the drawings:

Fig. 1 is a side elevation of a burner,

partly in section, incorporating the principles of this invention.

Fig. 2, a horizontal plan view of the fire pot thereof on the line IIII.

Fig. 3 is an enlarged scale view of the parts of Fig. 1, in the burning position.

I Figs. 4 and 5 are respectively sections on thei lines IV-IV and. line V-V of Fig. 3,

Fig. 6 is a diagram of the system.

The burner comprises a combustion chamber or fire pot 1 of any desired type adapted to be supported inside the combustion'space of an ordinary furnace represented at 2 and connected to or mounted on the end of an air casing 3, which extends outside the fur nace, being usually provided with legs to rest on the floor, as indicated. The use of a fire pot such as 1 is preferred but is notv essentlal; the flame can,.if desired, be proected directly into the combustion'space of .the furnace-or be applied in any other way according to circumstances. i

Combustion supporting air is supplied to the fire pot, or to the combustion space of the furnace, through the air casing, by an electric motor 4 driving a. fan blower 5 which is mounted on the outer end of the caslng. The air enters the fire pot or combustion space through the openings 6 (Fig. 2) 1n the end casting 7 at either side of the fuel spray device. The motor also drives a-small pump 8 which atomizes the fuel, preferably by means of air pressure, in

45 which-case the pump is an air pump, and in u this case, the suction side of this pump is connected to a vacuumfeed tank 9, suitably elevated, which draws in fuel from a remote source not shown and delivers it to the burner bygravity. The cabinet 10, which 1926. Serial No. 125,138.

may be mounted on the air casing 3, as

- wise therefrom, like a. drawer, for inspection purposes.

Liquid fuel from the elevated tank 9 flows therefrom, by fuel pipe 12, through a shut off valve 13, oil strainer 14, oil pipe 15, to the oil receptacle 16 of an electromagnetic oil valve 17 and thence through a regulating valve 18 and fuel line 19 to the spray nozzle 20, or to'whatever type of fuel discharge mechanism is preferred to be employed. The oil is supplied to the sprayer v by gravity from the tank 9, which as stated is o rate'dby the pump 8. The oil supply is tliiis motor-operated. The electric fuel Valve 17 is known to the art; it comprises a valve proper opened by the pull of an electromagnet 21, bridged across the circuit of the driving motor 4 as indicated in Fig. 6, so that the valve is open whenever the motor is active. The regulating valve 18 controls the rate of 'oil" delivery to the sprayer, being located between valve 17 and the spray nozzle, but arranged" so that it' can be operated from outside the casing without "withdrawing the tray. In this flposition it can be adjusted to control the ame without the objectionable pufl commonly incident to the starting of combustion in oilheating apparatus. The nozzle 20 is mounted on the igniter housing .22, which is carried on the tray 11, where it projects into andoccupies a central opening 23 in.

the front wall casting 7.

'Air is delivered from the pump 8 through pipe 24, chamber 25 and air line 26 to the nozzle. It is referred to atomize the fuel and introduce 1t into the fire pot by air pressure but, as already mentioned, the broader principles. of the present invention are independent of the method of introducing the fuel and accordingly there is no intention to limit the claimsto the use of spraying air, except as otherwise specified.

The igniter is preferably an electric resistance wire 27 coiled on a refractory base and furnished with screw shell and center. contact terminals like an ordinary Edisonbase electric lamp, b means of which it is physically supporte on, and electrically connected to and through, the igniter carriage 28 with the wire conductors in a flexible electric cable 29, the latter forming part of the'igniter circuit referred to below.

The igniter has two positions,bein mov able from its igniting position'imme iately below the sprayer, as shown in Figure 1, to a position rearward thereof as shown in Figure 3, and for this purpose the igniter carriage 28 is mounted to slide on two-parallel rods 30 fixed by their ends in the igniter housin'g'22, see Figure 2. The carriage is moved b 'a connecting rod 31 and a lever 32, whic latter is connected to a motor device, in the present case pneumatically operated and constituted of a collapsible orsylphon' bellows 33 contained in an air chest 34. Some of the high pressure air from the air line 26 is admitted to this chest through a T connection having a restricted opening 35 (Figure 3). When. the bellows is collapsed by the air pressure the igniter is withdrawn from the fire pot to' t e' position shown in Figure 3. It will be apparent that the igniter carriage 28 can be movably mounted in various other ways and can be moved by motor devices different from that shown but which will operate to withdraw the igniter in like manner coineidently with the transmission of high pressure air to the sprayer. This occurs at or slightly after the beginning of the fuel delivery produced by the air pressure.

In the forward position of the igniter a finger 36 (Fig. 5) mounted on themotor lever 32 closes theigniter switch 37, which is mounted on the air chest and the circuit of which is indicated in Figure 6 and de scribed below. It will be noted that this switch is closed only when the igniter is advanced to its igniting position, and that this is also the shut down or standby position of the burner. The sylphon'bellows 33 has a coil spring enclosed within it or otherwise acting on it for moving the carriage to its igniting position; the air pressure holds the igniter in its retracted position against thisspring, and thus so long as the spraying air is flowing to the sprayer, that is to say, so long as fuel is being delivered for normal combustion, the igniter is withdrawn into its housing as in Figure 3.

The electric connections between the control mechanism in the cabinet 10 and the electrical membersin the casing 3 are made separable, as indicated at 38, so that they can be disconnected when the tray 11 is to be withdrawn; some of the wires inside the casing are protected and supported by guard tubing indicated at- 40.

The diagram of Figurel indicates that the room thermostat 41 and the house supply circuit are used for controlling the burner through the apparatus contained in, the cabinet 10. This apparatus comprises two magnetic switches diagrammatically shown and marked 42 and 43 respectively in Fi ure 6, athermostatic .member 44 herein regirredto as the lag thermostat, an electric resistance heater 49 therefor, and, in the case of alternating current supply, a transformer indicated at 45. The circuit connections of these parts are not substantially different from the system shown and claimed in the application of John Good and Edgar H. Olsen, Serial No. 42,147, filed July' 8, 1925, to which reference may be had.

The operation is as follows, assuming that the burner has been inactive for a period of time and its parts are cold. At such time the igniter mechanism will be in the standby position indicated in Figure 1, the igniter switch 37 being closed, because the carriage is advanced, but no current is furnished to the igniter at this time. If now the room thermostat 41 calls for heat by closing against its two contacts 46 and 47, (particularly 47), it will establish a closed'circuit, which includes the transformer 45, the magnet 42, the (closed) igniter switch 37, the lag thermostat 44, the room thermostat 41, and nothing else. Energization of magnet 42 closes the circuit marked Ignition eircuit which derives its power from the high voltage side of the transformer and includes the igniter resistance wire 27 and the re-' sistance heater 49 in series. This're'sistance is mounted in heating relation to the lag thermostat 44, being generally wound about the latter although not so shown in the diagram. The heating of the lag thermostat thus begins coincidently with the energization of the igniter and the two are mutually 1 dependent, being in series. The heating of to establish a holding circuit for the magnet itself, so that it will remain energized even after the lag thermostat has separated from its lefthand or cold contact 54. Thislilding circuit, if traced, will be seen to include the magnet 42 and igniter switch 37,

in series relation, so that the opening of the latter will deenergize that magnet as later described.

While the lag heater 49 is getting hot the-igniter 27 is also becoming incandescent,

being still in its advanced position and directly below the fuel discharge devlce 20. N 0 other effect occurs until the lag thermostat 44, becoming sufliciently heated, closes against contact 55. When it engages-"this contact it establishes a circuit WhlCll starting from the lower side of the transformer, is traced as follows: the magnet 43, contacts 50 and 51, (connected by action of magnet 42) contact 55, lag thermostat 44, wire 56 and room thermostat contacts 47 and 46 back to the transformer. This energizes the magnet 43. The closure of the lag thermostat against contact 57, thereb connecting'the latter with 55, has no e ect except to insure the energization of magnet 43 in the event of any failure or weakness of contact at 47 in the room thermostat; this being the last made of the two contacts in that device, is sometimes not made with a suflioientlyfirm pressure. The energization of magnet 43 closes the motor circuit connected, as indicated, on the high voltage side of the transformer. and it also connects contacts 58 which closes the holding circuit for that magnet shown by heavy lines. This insures that the magnet 43 will remain energized for as long as the thermostat 41 continues to call for heat by its engagement with contact 46. The motor circuit includes the electric oil valve 17 above referred to, but it will. be noted that the motor circuit can not close until sufficient time has elapsed for the lag thermostat 44 to move from its cold or left-hand position to its \hot or right-hand position, and this time is sufiicient to allow the igniter 27 to attain an igniting temperature and for any residuary explosive vapor in the combustion space to become dissipated. The first effect of the closure of the motor circuit is to open the electric valve 17, such valve being relatively quickacting and quicker to respond to the current than the motor 4. Opemng of the oil valve 17 causes an instantaneous and slight spurt of oil to be delivered from the spray nozzle 20, without air, which drips on to the now incandescent igniter. ered is small enough so that it doesnotflood or chill the igniter, but is instantly inflamed and begins to burn. The actual ignition of the fuel is thus of non-atomized oil, and

this is preferred though not essential to suecgssful operation; the atomized spray will also ignite from the igniter. The preliminary drip of oil on the projecting igniter is promptly followed by the beginning of the normal fuel spray produced by the high pressure-air arriving from the airpump 8 and is accompanied bythelnormal delivery of lower pressure air from the fan blower 5. The delay in'the' commencement of-the normal spray is due in. part to theflcapacity of the air receiver 25in the air line and the time required for the motor tojattain its The quantity deliv-- switch 37, the effect of which is to break the-holding circuit of magnet 42, de-energizing the latter and thereby'openlng the gnition circuit. Thereupon the 1gn1ter itself and the lag heater 49 in the cabinet 10 cool down to normal temperature and the la thermostat 44, on cooling, restores itsel to its normal cold side position engaging contact. 54 ready for the next cycle. The burner is now in normal combustion operation which will cease whenever the heavy line circuit is broken in the room thermostat. Various safeguards will be observed to be present in the circuit arrangement above described but which need not be here described in detail. It is impossible, for example, to re-energizethe magnet 43, after its circuit, has been opened, until the lag thermostat has again moved into connection with its hot side contact 55. This enforces an appreciable interval, as above stated, and thereby avoids a serious objection to many proposed burner systems, in that it is not possible to recommence the delivery of fuel .mtoa fire pot still remaining at an igniting temperature from its last preceding operation. In the present system, this danger of mishap is avoided because the igniter must be in readiness not only to receive but also to ignite the fuel, before the motor-operated fuel dischar e device is when the igniter carriage 48 is in its projecting or forward position, it closes the passageway through the igniter housing so that no substantial air draft can pass over the igniter while it is active, and even though there may 'be a considerable flow' of air on either side of it throughthe side passages 6. When the carriage withdraws,

air may flow through the igniter housing" and is effective for burning off any residue of 3 oil on the igniter, keeping it clean and also cooling it, so that its useful life will be prolonged.

The following is claimed initial delivery and means for effecting such ..-relat ive movement ofthe delivery and even set in o er-ation. Ign1t1on 1s facilitated by the act that the igniter that subsequent to ignition the latter is outside the sprayed delivery zone.

3. An oil burner comprising a fuel delivery passage terminating in a discharge outlet to the burner, means ada ted to deliver dil at said outlet initia y in nonspray form, in the path of such delivery adapted to ignite the same and means operative thereafter to deliver the fuel at said outlet in spray form, for normal combustion.

4. An oil burner comprising an oil sprray nozzle, means for discharging oil there om initially under low pressure, to effect nonspray delivery, and subsequently under higher pressure, to effect delivery of the oil in spray form, and an igniter positioned to receive and ignite said initial non-spray delivery of oil.

5. In an oil burner, the combination of a fire pot and an air casing leading thereto, a drawer insertable in said casing up to the pot, a movable carriage mounted on the drawer, an igniter on said carriage and means for moving the igniter beyond the end of the drawer into the fire pot.

6. In an oil-burner,' the combination with the combustion chamber of an air casing leading thereto, a'drawer in said casing, an igniter and a movable carriage therefor mounted on the drawer, a motor device on the drawer for moving the carriage and electrical and fuel supply connections'at the end of the drawer.

7. In an oil burner, the combination with the combustion chamber of an air casing leading thereto, a drawer in said casing a carriage and an' igniter thereon mounted on the drawer and movable longitudinally of the-casing into and out of the combustion space, a motor on the drawer for moving the carriage, and electrical and fuel supply connections outside the drawer on the end of the same remote from the combustion space.

8. In an oil burner, the combination with the combustion chamber of an air casing leading thereto, a drawer in said casing, a carriage mounted on the drawer and movable longitudinall of the casing toward and from the com ustion space, a motor on the drawer for moving the carriage, a fuel nozzle on the drawer located to discharge into the combustion space and an igniter on the carriage adapted to be moved thereby into and out of the combustion space, into and out of igniting relationship to the discharge from the fuel nozzle.

In testimony whereof, I have signed this specification.

J OHN GOOD.

an igniter positioned below and a

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