US1965903A - Railway equipment - Google Patents

Description

July 10, 1934. R. N. MiLLER RAILWAY EQUIPMENT Filed Feb; 9, 1933 6 Sheets-Sheet l INVENTOR: jiabefiffl M17761,

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patented July 10, 1934 RAILWAY EQUIPMENT Robert N. Miller, Altoona, Pa.

Application February 9, 1933, Serial No. 655,909

3 Claims.

This invention relates to railway equipment especially adapted for trains of ordinary cars (such as day coaches, pullmans, baggage, postal, or express cars, or any equipment requiring the use of steam for heating) drawn by locomotives other than steam-locomotives, and is here shown as embodied in an electric locomotive for passenger train service. Standard passenger cars of steam railroads are equipped for steam heating, so that when they are drawn by locomotives operated by power other than steam (such as electric third rail or overhead trolley, or gaselectric or Diesel-electric) the problem of supplying steam to heat the cars arises. It is with this "I problem that my present invention is concerned, and especially with the correlation of vehicle structure with steam heating plant and its accessories. More particularly, the invention relates to the mounting of the boiler on the vehicle, to the provisions for storing and supplyingwater and fuel for the boiler, to the supervision and control of the boiler operation without disturbance from movements of the vehicle, and to the delivery of steam from the boiler to the train. Other phases of the invention will appear hereinafter from my description of an illustrative and pre-- ferred form of embodiment, and various advantages realizable through the invention will become apparent.

T In the drawings, Fig. I is a side view of a locomotive frame and body adapted for the purposes of the invention,the trucks and wheels, etc.,

being omitted, and a portion of the cab structure being broken out, as well as the mid-portions of both frame and cab.

Fig. II is a corresponding plan view of the frame and boiler, without either cab structure or flooring.

Fig. III shows a transverse vertical section through the locomotive frame and cab structure, and a corresponding vertical axial section through its (upright) boiler. 1

Fig. IV is a fragmentary vertical longitudinal section, taken as indicated by the line and arrows IVIV in Fig. II.

Fig. V is a side view of the boiler, similar to that afforded by Fig. I, but on a larger scale.

Fig. VI is a plan view of the boiler and accessories, with a portion of the smoke-box top broken out.

Figs. VII and VIII areside views of the boiler and its accessories, from the right and the front of Fig. I, respectively.

The electric locomotive here shown (see Figs. I'-II)' comprises aframe 20 whereon is built a cab structure 21, in one end of which (hereinafter referred to, for convenience, as the forward end) is an upright boiler 22 with its accessories, to supply steam for heating the cars drawn by the locomotive (not shown). The frame 20 shown in Figs. I-III resembles that of U. S. Patent No. 1,828,418 granted October 20, 1931 to W. F; Kiesel, Jr., consisting of a steel casting including longitudinal side sills 23 interconnected by transverse structures 24, 25 at and near their ends.

In the structure 24 at the forward end of the frame 20- is a fuel oil space or chamber 26 of U- shape in plan, extending across from one sill 23 under and to rear of the center of the boiler 22 to the other sill 23, and prolonged rearward inside the sills 23 at either side of openings 27,: 2 7 in said structure 24. The outlines of the oil space 26 are indicated by the dotted lines a in Fig I-I. Said structure 24 also contains a feed-waterspace' or chamber 28, of general U or V-shape in plan, located forward of the oil chamber 26 under the forward side of the boiler 22, and prolonged forward into the tapered forward end of the frame 20. At each side, the chamber 28 opens through the sills 23, 23 into supplemental fore and aft water compartment or chambers 29, 29 on the outer sides of said sills 23, 23.. The outlines of water space 28 with its tensions 29, 29 are indicated by dotted lines b in Fig. II. In the outer sides of the chamber 28 and of the compartments 29 29 are clean-out openings normally closed by covers 30, and in the top walls of said compartments and of the oil chamber 26 are other openings normally closed by plates welded to the frame casting (Fig. III). Also in the top walls of the chambers 26 and 28 are openings 32,33 to which-connectionsfor withdrawing, returning, or supplying oiland wa'termay be connected. However, the chamber or reservoir 26 is ordinarily charged with fuel oil throughfilling openings 34, 34 at either side of the locomotive, located in the tops of the compartments29, 29' and connected to said chamber 26 by ducts 35, 35 extending downward and then inward across the interiors of said compartments 29, 29. The inward extending portions of these ducts 35', 35 can be cleaned through openings in the outer walls of the compartments 29, 29, which openings are normally closed by clean-out plugs 36, 36. 7

In the structure 25 at the-rear end of the frame 20 is awater space or chamber 40 of somewhat irregular H-shape in plan, extending rearward into the tapered rear endof the frame 20; where clean-out openings'closed by coverplates 30 are no outer sides of the sills 23, 23.

provided. The chamber is flanked on either side by fore and aft air chambers 41, 41, at the The outlines of the water space 40 with its extensions 41, 41 are indicated by dotted lines 0 in Fig. II.

There is no oil chamber at the rear end of the frame 20.

Both the water spaces or reservoirs 28 and 40 can be conveniently filled through threaded (and capped) hose connections 42 in the cover plates 30 of their clean-out openings-best shown in Fig. I.

Reservoir 28 adjacent the boilers 22 is the primary source of supply whence all the water for the boiler is taken, as hereinafter described, and reservoir 40 serves as a secondary source for replenishing reservoir 28. For this purpose (see also Figs. V and VIII) there is a filter-equipped siphon pipe line 44 in the cab 21, through which water is drawn and transferred to reservoir 28 by means of a steam siphon 45 near the boiler 22. Any excess of water thus transferred to reservoir 28 overflows and returns to reservoir 40 through a pipe line connection 46, also located in the cab 21. Being thus preferably located above the cab floor, these pipe lines 44, 46 are out of the way of the running gear of the locomotive.

Referring, now, also to Fig. III, it will be seen that the upright boiler 22 and its fire pot 47 are mounted over a corresponding circular opening in the cab floor plating 31 on a suitable annular reinforced portion 48 of the top of the frame 20. The boiler 22 is of vertical fire tube type, comprising outer shell 50 with upper tube sheet 51, inner shell 52 with lower tube sheet 53, mud ring 54 between the lower ends of shells 50 and 52, and

fire tubes 55 extending between the tube sheets 51 and 53. There are also water-circulating tubes 56, connected through the central portion of the tube sheet 53 and through the shell 52 just above the mud ring 54, with wash-out hand holes 5'7 in the shell 50 opposite their lower ends. In the shell 50 are hand holes 58 above the tube sheet 53 opposite avenues of flushing amongst the firetubes 55. The lower end of the boiler 22 rests on the firepot 47, which comprises a shell 60 with external rings 61, 62 at its upper and lower ends, the former secured to the mud ring 54 by bolts 63, and the latter secured to the frame reinforcement 48 by bolts 64, and also a floor plate 65 whose margin may be welded to the ring 62. The firepot is lined with firebrick 66, bedded on sand over the floor plate 65 and laid with fireclay between the brick and the shell 60, and in the joints amongst the brick. Both boiler shell 50 and firepot shell 60 have magnesia thermoinsulative coverings 6'7, enclosed in sheet metal sheathings 69.

Heat insulation is provided between the firepot floor 65 and the oil space 26. For this purpose, there is a thermoinsulative diaphragm mounted within the annular locomotive frame reinforcement 48, in a rabbetted opening within the reinforcement 48 between the transverse vertical frame webs a, a that bound the transverse portion of oil chamber 26. This diaphragm '70 comprises a dished (cast steel) plate '71 whose marginal flanges are welded into said rabbetted opening; magnesia insulation '72 in the cavity of the plate '71; and a cover plate '73 welded to the marginal flanges of the dished plate '71. To

' minimize heat transmission from the firepot 4'7 64. Provision is made for circulation of air through this air space, not only by the spacing afforded by the washers '74, but also (Figs. II and IV) by openings '75 and '76, '76 behind the rear transverse web a and in front of the forward transverse web a. The opening '75 receives outside air directly from the frame openings 2'7, 27 while the openings '76, '76 receive such air from a chamber '77 between the top wall of the water space 28 and the main top wall of the locomotive frame 20. Fresh air is supplied to the chamber '77 through a fore and aft tubular duct '78 whose ends extend and open through the transverse webs a, a bounding the oil space 26 at this point: i. e., the duct '78 extends across through the top of the oil space 26. The duct 78 also affords a passage for a brake chain attached to a brake mast mounted at 79 (Fig. II).

The boiler is fired by an oil burner 80 mounted in front of a firepot opening 81 (Figs. V and VI). Air for combustion is supplied by a centrifugal blower 82 through a valve or damper-controlled duct or trunk 83 that normally covers over the opening 81 and encloses the burner 80,the blower 82 being driven by a (constant speed) electric motor 84. The products of combustion rise from the firepot 47 through the combustion space within the shell 52 and through the firetubes 55 into a vertically shallow smoke box 88 (Figs. III and VI) within the shell 50 above tube sheet 51, closed on top by a cover 89, whence they make exit through a central opening 90 into a shallow breeching 91. In the breeching 91, the gases pass forward to a stack 92 offset forward of the opening 90, (Figs. I, III, V and VI). On a ring frame 95 pivoted to the stack 92 on either side at 96 are deflectors 9'7, 9'7 of spherical contour. Either deflector 97 can be swung up above the stack 92 to screen its opening from wind due to train travel in the corresponding direction. For this purpose, a crank arm 98 on the frame 95 is connected by a link rod 99 to crank arm 100 on a friction shaft 101 extending down through a bearing on the cab roof to an operating handle arm 102. To increase the draft, the exhaust pipe 103 of the feed pump 105 is led to a nozzle 106 in the stack 92 (Figs. V, VI and VII). Provision is also made for supplying boiler steam or compressed air to a nozzle 107 in the stack 92, through pipes 108, 109,-the latter leading, preferably, to the main air reservoir of the air brake system (not shown).

In the smoke box 88 (Figs. III and VI) are feed-water heater and super-heater pipe coils 110, 111, arranged in substantially the same plane with their convolutions alternating and supported by racks 112 secured to the cover 89. These coils 110, 111 are both double flat spirals, with the straight lengths connecting their flow and return spirals one above the other. The feed heater receives water from the duplex steam driven direct-acting feed pump 105 through a pipe 116 and delivers into the boiler through a pipe connection 117 and a check valve 118. The pump 105 draws from the feed-water reservoir 28 through a valve and strainerequipped pipe 120 and a triple connection 121 that extends through one of the openings 33, and

also serves the emergency injector 122 through a valve and strainer equipped suction pipe 123, W

to which, on occasion, compressed air can be supplied from the pipe 109 through a valved connection 125, in order to operate the pump before getting up steam. The injector 122 takes boiler steam through a valved pipe connection 126, delivers directly into the boiler through a pipe 127 with check valve 128, and has an overflow pipe connection 129 discharging through the cab floor 31 to the rear of the reservoir 28. The steam pipe 126 also extends over the top of the boiler 22 and down to the siphon 45 for transferring water from reservoir 40 to reservoir 28 through pipe line 44, as already mentioned. The superheater 111 takes steam though a pipe connection 130 from a dry pipe 131 in the top of the boiler, and delivers through a valved pipe connection 132 leading to the train-pipe for car-heating steam. The boiler is provided with a pair of safety valves 133, 133 located above the cab roof just in front of the Smokestack 92, and connected. through its shell 50 near the tube sheet 51.

The fuel oil is drawn from the reservoir 26 by a pump 140 driven by a constant speed (electric) motor 141, through a suction connection 142 including a double connection 143 that extends through one of the openings 32, and also serves for a return connection 144 from a spring-controlled pressure relief or by-pass valve 145 in the delivery pipe connection 146 of said pump 140, leading to the burner 80. Boiler steam for atomizing is supplied the burner through a pipe line 147, suitably valved and controlled; and air for starting before getting up steam can be supplied to the pipe 147 through a suitable valved connection from the pipe 109. Steam or air can also be admitted to the oil line 146 through a valved by-pass 149, for the purpose of blowing out residual oil when the boiler is being shut down, so as to prevent carbonization of such oil by the heat of the furnace and consequent fouling of the burner 80.

Having thus described my invention, I claim:

1. The combination with a railway vehicle frame affording separate primary and secondary liquid reservoirs in its opposite ends, below the vehicle floor, of a liquid fuel-fired boiler mounted on said frame and taking from the primary reservoir one of its required liquid supplies, to wit, fuel or water; means for transferring such liquid from the secondary reservoir to said primary reservoir, including a connection above the vehicle floor, and means affording an overflow connection above the vehicle floor for the return of excess liquid from said primary reservoir back to said secondary reservoir.

2. The combination of a railway vehicle with a liquid fuel reservoir in its frame beneath its floor, a thermoinsulative top for said reservoir, and a liquid-fuel-fired boiler on said frame with its firebox directly over said reservoir, with means spacing said firebox above the top of said reservoir and the vehicle floor and permitting air flow between, and means for supplying air from beneath the vehicle floor to the interspace between the firebox and the reservoir top, to pass between into the vehicle above the floor.

3. The combination of a railway vehicle with a liquid fuel reservoir in its frame beneath its floor, a thermoinsulative top for said reservoir, and a liquid-fuel-fired boiler on said frame with its firebox directly over said reservoir, with means spacing said firebox above the top of said reservoir and permitting air circulation between, and an air duct through said reservoir to the space between the reservoir top and the firebox floor.

ROBERT N. MILLER.

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