US1851637A - Locomotive stoker - Google Patents

Description

March 29, 1932. N. M. LOWER 1,851,637

LOCOMOTIVE STOKER Original Filed Marh e, 1926 2' Sheets-Sheet 1 /IN V E N TOR flaZ/zan .7? [aver March 29, 1932. LOWER 1,851,637

LOCOMOT I VE S TOKER Original Filed March 6, 1926 2 Sheets-Sheet 2 INVENTOR Mama/z ELozger Patented Mar. 29, 1932 .UNITED STATES PATENT QFFICE NATHAN M. LOWER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO THE STANDARD STOKER COMPANY INC., 01 NEW YORK, N. Y., A COB- PORATION OF DELAWARE LOGOMOTIVE STOKER Original application filed March 6, 1926, Serial No. 92,733. Divided and this application filed September 24, 1926. Serial No. 137,436.

This invention relates to stokers of the type in which fuel is transferred from the tender and delivered to the fire-box above the grate surface, over which it is scattered by suitable means.

The objects of the invention are to simplify and lighten stokers of this character, while securing a high degree of efficiency; to protect the delivery nozzle from the destructive heat within the fire-box; to provide for the convenient removal and replacement of the nozzle without drawing the fire; and to secure other advantages as will appear in connection with the description of the dev1ce.

A desirable embodiment of the invention is hereinafter described, and is illustrated in the accompanying drawings, in which Fig. 1 is a plan view of the stoker mechanism applied to a locomotive, parts of which are shown in plan and section;

Fig. 2 is a detail longitudinal vertical section through the locomotive and tenderand centrally through the stoking device;

Fig. 3, is a detail transverse vertical section of a locomotive immediately at the rear of the back-head of its fire-box; and

Fig. 4 is a detail plan section of the delivery section of the fuel transfer conduit of the stoker, showing also the steam nozzle forelfecting the distribution of the fuel.

, In present railroad practice, many locomotives are of such size that their weight reaches closely to the limit permissible in View of the strength of some portions of the track sup port, such as bridges, and it becomes important to reduce to the minimum the weight of accessory devices, such as stokers, and to distribute this weight.

- In the maintenance of stoking devices, a serious item of expense is due to the destruction, by the intense heat developed, of the portions of the stoking device which are located in, or project into, the firebox. It is important not only that the cost of replacement parts be reduced to the minimum, but that where possible, without detracting from the efficiency of the stoker, the latter be so organized and associated with the firebox that repairs and replacements may be made Without necessitating the drawing of the fire and the cooling off of the fire-box to the end that the locomotive may continue in service Without material delay for such repairs.

These and other advantages are secured in the stoker herein disclosed.

Portions of a locomotive are represented at 10, its firebox being indicated at 11, its backhead at 12, and its grate at 13. At 14 there is shown the floor or deck of the cab. The framing of the locomotive tender is sholvgn at 15, and the floor of its fuel bin a 1 A fuel-conveying trough 17 is mounted on the frame of the tender, extending longitudinally thereof and immediately below the floor 16, which is suitably apertured to per mit the discharge of fuel into the trough. This trough terminates at its forward end adjacent the forward end of the tender, and within it is located suitable means for advancing the fuel, here show as a screw 18, properly journaled at each end. A motor 19 is here conventionally represented as of the inulti-cylinder reciprocating type, its shaft being suitably geared to a driving shaft 20 extending backwardly under the floor of the tender and connected by suitable gearing, conventionally shown at 21, to the shaft of the screw 18. Adjacent the forward end of the trough a crushing jaw or abutment 22 arches over the screw 18, and cooperates with the latter to reduce the fuel to suitable size for use in the firebox.

Attached to the forward end of the trough 17, by means of a universal joint 23 of the ball and socket type, is a fuel conduit 24. This conduit is inclined upwardly and extends loosely through an opening 25 in the bac'khead of the boiler immediately below the usual hand-firing door opening 26, its end being up-turned. Located immediately lit) above and back of this up-turned end is a steam nozzle 27, from which issue a plurality of radiating jets which sweep the fuel as it issues from the conduit forwardly into the firebox and scatter it over the entire area of the grate.

Within the condui;t ;2 1;, there is located suitable fuel-advancing means, here shown as a elbow, under the influence of the pressure exerted by the screw upon the fuel carried forward by it. p

The conduit 24 is made in two sections which are bolted or otherwise detachably secured together at 30. The screw 28 is also referably made of two sections which are oined together in axial alignment, as shown at 31. If, as shown, the joint 31 is back of the joint 30, a removable plate 32 may be applied to-the conduit to cover a hand hole therein, to facilitate. the disconnection and reconnection of the screw sections. To provide for access to the joints 20, 31, a trap door, as 33, may be formed in the deck 14 A shield plate 34 may be applied to and projects radially from the upper half of the conduit 24 aniixso located as to loosely fit within the aperture 25, thereby preventing an inrush of air into the firebox of such volume. as to interfere with the draft through the grates. This shield is preferably omitted from the lower portion of the conduit in order that a suflicient quantity of air may enter through the lower portion of the aperture 25 to measurably protect the elbow of the conduit from the heat. An imperforate plate 35 covers the-portion of the grate 13 immediately below the elbow of the conduit, blanking off the draft through this section of the grate to the end that active fuel combustion may not take place in immediate proximit to the conduit, the fuel accumulatin on this plate beirig consumed very slowly.-

e nozzle 27 is suitable supported independently of the conduit. It is preferably divided into'two chambers 36, '37, by means of a vertical partition 38. Steam pipes 39, 40, lead, respectively, to these two chambers,

and are connected with a source of suitable steam supply. Each of the branches of the steam pipe,.which/1ead directly to the nozzle, is provided with a hand-controlled valve 42, 43, to facilitate the trimming of the fire. The

nozzle 27 is provided with a horizontally arranged series of outlets, as represented at 44,

these openings being drilled on radial lines in order that the issuing jets may efi'ectively scatter the fuel, the jets from' each chamber of the nozzle delivering the fuel to approximately one-half of the grate. surface. The universal joints 23, 29, provide for the flexure of the transfer conduit, which includes the trough 19 and conduit24, incident to the relative lateral and vertical movements ,of the locomotive and tender. The loose conpe'ction of the codui 24 and the backhead of bo ler not only re ieves thetransfer mechanism from strains incident to such relative movements, but also from strains'incident to the relative longitudinal movement of locomotive and tender due to the compression and expansion of the draft gear connecting the two vehicles, as the conduit is free to slide within the backhead aperture.

The delivery end of the conduit being measurably protected from the heat by the entering air through the back-head aperture and by the retardation of combustion adjacent to it due to the blocking off of a small section of the grate, the life of the conduit elbow is very substantially lengthened.

When, however, it burns away, as eventually it will, the end section of the conduit is readily removed by separating the joints 30 and 31 and dropping down the rearward conduit section, whereupon the forward end section may be withdrawn without disturbing the fire which may be burning on the grate. A

new section, both of the conduit, and, if necessary, of the conveyer screw may be inserted and coupled up without disturbing the fire or compelling the workmen to enter the fire-box.

Not only is theentire structure comparatively light, but by locating the engine 19 on the tender and driving all of the movable parts from it through a single connection, the

major part of the weight of the entire device a is carried by the tender, and the stoker may be applied to heavy locomotives without involving any problem of excessive weight. The proper distribution of-the fuel is easily insured by suitably arranging, directing and proportioning the steam ets, and by the 'divis1on of the steam nozzle into a plurality of chambers and independently controlling the steamsupply to each chamber the fire may be properly trimmed without resorting to hand firing.

' jecting loosely and slidably through the opening; and having its end upturned, means for forcingfuel through the conduit, and means for scattering the fuel as it emerges from the conduit.

2. In combination ing a firebox and a grate and having an opening in its backhead above-its grate, a tender provided with a floor, a fuel transferring conduit'com rising a plurality of sections uniyersa lly ointed together, the rearward seewith a locomotive hav- Various changes may be made in the struc- .ture withln the scope of the-invention.

tion being attached to the tender beneath the floor thereof and the forward section projecting loosely and slidably through the opening and having its end upturned, means for forcing fuel through the conduit, and means for scattering the fuel as it emerges from the conduit, the end portion of the forward section of the conduit being readily detachable from the body portion thereof.

3. In combination with a locomotive having a firebox and a grate and having an opening in its backhead above its grate, a tender provided with a floor, a fuel transferring conduit comprising a plurality of sections universally jointed together, the rearward section extending beneath the floor of said tender and the forward section projecting loosely and slidably through the opening and having its end upturned, sectional conveying means for forcing fuel through the conduit, and means for scattering the fuel as it emerges from the conduit, the forward end portions of the conduitand conveying means being readily detachable from the body portions thereof.

4. In combination with a locomotive having a firebox and a grate and having an opening' in its backhead above its grate, a tender provided with a floor. a fuel transferring conduit comprising a plurality of'sections universally jointed together, the rearward section extending beneath the floor of said tender and the forward section projecting loosely and slidably through the opening and having its end upturned, means for forcing fuel through the conduit. and a steam nozzle located immediately above the delivery end of the conduit and having a plurality of radiatting jet openings.

5. In combination with a locomotive having a firebox and a grate and having an opening in its backhead above its grate, a tender provided with a floor, a fuel transferring conduit comprising a plurality of sections universallv jointed together, the rearward section being rigidly attached to the tender beneath the floor thereof and the forward section projRting loosely. and slidably through the opening and having its end upturned. means for forcing fuel through the conduit, and a steam nozzle located immediately above the delivery end of the conduit and being vertically divided into a plurality of chambers. each chamber having a plurality of radiating jet openings.

6. In combination with a locomotive having a fireboxand'a grate and having an bpening in its backhead above its grate, a tender provided with a floor, a fuel transferring conduit comprising a plurality of sections universally jointed together, the rearward section extending beneath the floor of said tender and the forward section projecting loosely and slidable through the o ening and having its end upturned, means or forcing fuel through the conduit, a steam nozzle bein located immediately above the delivery en of the conduit and being vertically divided into a plurality of chambers, each chamber having a plurality of radiating jet openings, and means for independently controlling the delivery of steam to the two chambers.

7. In combination, a locomotive having a firebox with a backhead having an opening therein, a tender, a fuel transfer conduit comprising a plurality of sections jointed together, the rearward section being located under the tender floor and the forward section extending .loosely through. said opening in the backhead of the firebox and having its end upturned, and terminating within said firebox above the normal level of the firebed therein, means for advancing fuel through the conduit, and means for scattering the fuel tender below its floor. the forward section,

thereof being universally j ointcd to the rearward section and projecting loosely and slidably through an opening in the backhead of the firebox and having its delivery end up turned and terminating above the normal level of the firebed within said firebox, transfer screws within the conduit and being universally jointed together, a. motor mounted on the tender for driving the screws, and a steam nipple having radiating jet openings for scattering fuel issuing from the delivery end of the conduit.

10. In combination, a locomotive having a firebox with a backhead having an opening therein, an inclined fuel delivery conduit projecting through said opening at an angle to the axis thereof, and an air shield rigidly connected to and projecting radially from the upper part of the conduit within said opening.

11. In combination, a locomotive having a cab and a firebox, the backhead of which is apertured adjacent the mud ring, a tender having a fuel bunker, and a two-section fuel transfer conduit located below the bunker and the cab floor, the sections of the conduit being jointed together, the rear section being approximately horizontal and the forward section projecting loosely intothe backhead aperture and having means for directing fuel upwardly within said firebox, and

and the cab floor, the sections of the conduit being jointed to ether, the rear section being approximately orizontal and the forward section being inclined upwardly and projectin loosely 1nto the backhead aperture and de ivering fuel upwardl within said firebox,

and means for distributing said fuel gver the grates of said firebox.

13. In combination, a locomotive and its tender, the'tender being provided with a floor and the locomotive having a backhead with an opening therein and being provided with a 'cab, and a fuel conduit comprising sections universally jointed together, the rearward section being below the tender floor and the forward section projecting loosely through I the o ening in the back-head of the locomotive rebox, said opening extending downward to a point below the cab floor.

14. In combination, a locomotive having a firebox with a backhead having an aperture therein, said locomotive being provided with a cab, a fuel transfer conduit projecting loose- 1% through the a rture in the backhead of t e firebox and bdiug capable of universal movement in such aperture, said aperture extending downward to a point below the plane of the floor of said cab, said conduit delivering directly into said firebox, and means for spreading the delivered fuel upon the grate.

15. In combination, a locomotive provided with a firebox having a grate and a deck rearward ofsaid firebox, the backwallof said firebox having an opening therein disposed wholly above said grate and adjacent tosaid deck, a fuel conduit extending from a point below the plane of said deck, forwardly and upwardly in said opening and opening upwardly at a' point above the normal level of the firebed on said grate, a screw mounted in said conduit for advancing fuel there through, and means at the upwardly open-.

ing end of said conduit for pro ecting the fuel as it. issues therefrom in aerial paths over the grate-comprising a distributor arranged to discharge a fan-shaped pressure fluid blast ator forward of the inside surface of the firebox backwall. v

16. In combination, a locomotiveprovidcd with a firebox having a grate and a deck rearward of said firebox'having an opening therein disposed wholly above said grate and adjacentto said deck, a fuel conduit extending from". apoint below the plane of said,

deck, forwardly and upwardly in said backp I its forward end extending upwardly within the firebox, said head opening and havin forward end of the conduit curving upward- .cab, a tender having a floor, a rear fuel conduit section extending beneath the floor of said tender, a forward fuel conduit section extending forwardly and u wardly from below the plane of the cab deck and being loosely telescopically mounted at its forward end on the firebox backwall at said opening and being arranged to deliver fuel through said backwall opening and at itsrearward end portion being universally connected. tosaid rear section, means for conducting fuel forwardly through said conduits and delivering the same within said firebox at a point above the normal level of the firebed therein, and means for distributing said fuel in aerial paths over the grates of said firebox.

18. In combination with a locomotive having a firebox with grates and a cab therefor provided with a deck, said firebox having an opening through its backwall above said grate, a tender for said locomotive, a rear fuel conduit member located beneath the floor of said tender, a forward fuel conduit member movable relative to said locomotive and to said rear conduit member, said lastnamed conduit member extending upwardly and forwardly from the front end of said rear conduit member from below the plane of said deck for conveying fuel to said opening and being looselytelescopically.mounted at its forward end on: the firebox backwall at said opening, means for conducting fuel frori said tender along said members and delivering the same throughsaid opening into said firebox at a point above the normal level of thefirebed therein, and pressure fluid means arranged at the delivery end of said forward.

- provided with a deck, saidrfirebox having an openingthrough its backwall above said grates, atender for said locomotive, a rear fuel conduit member rigidly connected to said tender beneath the floor thereof, a for-. ward fuel conduit movably mounted rela-- tiveto said tender and locomotive,..said forward conduit extending upwardly andforwardly from below the plane .ofsa d deck for conveying. fuel to; said opening-and, being looselytelescopically mounted at its forward end on the firebox backwall at said opening, means within said conduits for conducting fuel from said tender along said members and through said opening and delivering the same within said firebox at a point above the normal level of the firebed therein, and pressure fluid means arranged at the delivery end of said forward conduit member for distributing the fuel so delivered in aerial paths over the grates of said firebox.

In testimony whereof I affix my signature hereto.

NATHAN M. LOWER.

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