US2386679A

US2386679A - Locomotive

Info

Publication number: US2386679A
Application number: US447977A
Authority: US
Inventors: Gray Agnes
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-06-22
Filing date: 1942-06-22
Publication date: 1945-10-09
Anticipated expiration: 1962-10-09

Description

Oct. 9, 1945. E. GRAY LOGOMOTIYE Filed June` 22, 1942 3 Sheets-Sheet l Nl, Sw

deceased om @u Oct. 9, 1945. E. .GRAY

LOCOMTIVE Filed June 22. 1942 s sheet's-shet 2 .ooooooo Patented Oct. 9, 1945 LOCOMOTIVE Edward Gray, deceased, me of Detroit, Mich., by Agnes Gray, administratrix, Grosse Pointe Park, Mich.

Application June 22, 1942, Serial No. 447,977

3 Claims.

The present invention relates to locomotives, and more particularly to steam generative power plants therefor.

The primary object of the invention is to provide a locomotive for railways and the like capable `of deriving its initial power from ya heat source employing a pulverized fuel which fuel is pulverized in transit prior to its injection into the burner.

Another object of the invention is to provide f a railway locomotive with a regenerative heating system, whereby the exhaust steam may be employed for preheating the boiler feed water and said exhaust steam may be condensed for re-use in the boiler feed.

Another object of the invention is to provide a railway locomotive having a forced draft heating unit, whereby regulation of the heating unit may be accomplished to increase or decrease the draft as desired, thereby eliminating to a great degree waste of fuel incident to the natural draftv type heating unit.

Another object of the invention is to provide a railway locomotive power plant wherein the fuel pulverizer, condenser cooling fans and forced draft means is driven by individual turbines powered from the heating unit so that the locomotive will operate more eiciently and thereby eliminating the use of independent power sources such as electric motors and the like.

Another object of the invention is to provide a railway locomotive in which the fuel reservoir is mounted forwardly of the locomotive for rearward feeding of fuel to the heating unit after the fuel has been pulverized, thereby saving considerable space and causing considerable economy of fuel consumption.

Another object of the invention, is to provide a locomotive of the above mentioned type in which the engineers cab is located forwardly of the boiler and smoke stack to insure better vision under all operating conditions.

Another object of the invention resides in pro-'- viding a railway locomotive of the above mentioned character, the heating plant of which is adapted to burn finely pulverized fuel burned in supension thereby eliminating ash discharge devices and the accumulation of excessive clinker incident thereto.

Another object of the invention is to provide a railway locomotive having independent drive motors for the drive wheels mounted between the boiler and drive wheel trucks so that traction will be increased and extensive driving gear will be eliminated and the operative parts will be contained within the streamline of the locomotive.

` Another object of the invention is to provide a railway locomotive yof the above-mentioned type including a condenser mounted rearwardly of the boiler and heating unit to condense the exhaust steam and return the condensation product to the boiler feed.

Another object of the invention is to provide a railway locomotive ofthe above-mentioned type having a heating unit adapted to burn nely pulverized fuel in suspension in air, which air is preheated by being passed through a heat exchanger associated. with the exhaust gases whereby increased eiiiciency of the heating unit is obtained.

Other objects' and advantages of the invention will become apparent during the course of the following description of the accompanying drawings wherein:

Figure 1 isa longitudinal sectional view of the rear portion of the locomotive embodying the invention, showing in detail a portion of the boiler structure .and the condenser unit therefor;

Figure 2 is a longitudinal cross-sectional, extended view of Figure 1 showing in detail the heating unit, fuel storage and pulverizer interposed therebetween;

Figure 3 is a horizonal longitudinal cross-sectional view taken on lines 3-3 of Figure 1 looking in the direction of the arrows further illustrating the rear portion of the boiler and condenser and showing the air circulating fans for the condenser to cause the cooling of liquid therein;

Figure 4 is a horizontal cross sectional view taken on lines 4-4 of Figure 2, and looking in the direction of the arrows, further illustrating the heating unit and boiler structure relative to the `fuel pulverizer; l

Figure 5 is a vertical cross-sectional view taken on lines 5 5 of Figure 1 looking in the direction ofthe arrows showing in detail one of the air circulating condenser cooling fans;

Figure is a vertical cross-sectional view taken on lines 6--6 of Figure 1 looking in the direction of the arrows showing the forced draft circulatingfans and the blower for the heating unit;

Figure 7 is a vertical cross .sectional view taken on line 'I-'l of Figure 1 looking in thedirection of the arrows illustrating in detail the boiler manifold connecting the longitudinal boiler tubes with the transverse boiler tube header;

Figure 8 is a vertical cross sectional view taken on'y line 8-8 of Figure 1 looking inthe direction of the arrows illustrating the construction of the boiler and the arrangement of the driving motors therebeneath;

Figure 9 is a vertical cross sectional View taken online 9-9 of Figure 2 looking in the direction of the arrows illustrating in detail the fuel pulverizer and showing the steam manifolds for connection with the motors; and

Figure` 10 is a vertical cross-sectional view taken on line iU--I'Il of Figure 2 looking in the direction of the arrows showing the fuel and water reservoirs in detail.

General arrangement and construction The invention comprises a railway truck supported frame on the front end `of which is located a fuel and water reservoir for supplying alocomotive power plant. Likewise carried by the frame and positioned rearwardly of therfuel `and water reservoir is a power plant, including a boiler, a heating unit and a condenser. A suit-- able drivers cab is located `conveniently above the rear end of the fuel reservoir to increasel vision, and interposed'between the fuel reservoir and heating unit is affuel pulverizer adapted Yto receive fuel from the -reservoir and pulverize the same for being supplied to .the heating unit, whereby said pulverized fuel may be burned in suspension, being initially mingled with preheated air and then burned in the burner entrance to the boiler. The invention also includes a condenser for utilizing the exhaust steam from the motors so that a portion of the steam can be 1re-directed to the boiler.

The motor drive comprises individual opposed piston motors'for each pair of axles of the drive wheels, whereby increased traction and horse power will be developed, thereby further saving the fuel consumption and producing a locomotive of greatly increasedl eiliciency. Further, the invention provides a forced draft for ythe products of combustion to eliminate excessive fuel consumption when the locomotive is standing and to produce maximum efliciency when the locomotive is driving.

The invention also includes many 'departures from present day structures in locomotives, all of which combine to produce a locomotive which is highly efficient, develops a maximum horsepower rating and operates on a minimum fuel consumption.

Detailed description of running gear In the drawings, wherein for the purpose of illustrating the invention, and wherein like reference characters will be employed to`designate like parts throughout the several views, the reference 'character I0 will generally be employed to designate a locomotive under frame comprising longitudinal side frame members connected at each end by transverse frame members. The under frame is supported in the front by means of a truck II having wheels I2 the bearings I3 of which are slidably mounted in openings I4 in the usual manner. A similar truck I5 is coupled to the rear end of the underframe by means of a suitable bolster and said truck is provided rwith wheels i6 mounted in suitable slide guide openings I8. An intermediate truck I9 is secured to the underframe by a suitable bolster connection and the intermediate truck is provided at each end with couplings 2D and 2| for

receivingrextensions

22 and 23 of the respective trucks I l rand I 5, whereby the trucks will be connected and will be capable of articulation. The intermediate truck IB is adapted to be provided with a series of drive wheels 24 mounted on axles 25 journaled in slide bearings 26.

Further, the intermediate truck is comprised of side beams 2l connected by spaced transverse members 28 extending between the drive wheels 24 as is best shown in Figures 1 and 2. This provides a relatively rigid structure upon which is supported individual drive motors for each drive wheel axle.

Extending upwardly from each side beam 21 i and directly above each axle 25 is a series of motor supporting brackets 29 having 'flanged lower portions as at 30 for anchoring the brackets 29 to the side beams 21 such as by welding or suitable fastening elements. Secured between the upper ends of the motor supporting brackets 29 is a motor cylinder block 3| having crank case 32 at each end thereof in which is journaled a crank shaft 33 rotatably supported by suitable bearings (not shown). Opposed pistons 34 are reciprocably mounted in the' cylinders of the cylinder block 3D and are Vconnected to the throws of their respective crank shafts 33 by means of connecting rods 35. The upper ends of the brackets 29 may be welded or otherwise secured to the crank cases 32 so that a crank case will be supported directly above each axle 25. Formed integral with each crankcaSe and depending therefrom is a gear housing 36 connected to theupper end of an axle housing 3l divided by a separable ange 39 so that the axle 25 may have its ends,

` suitably journaled therein as at 40 and extendt shaft.

ing into the axle housing so that gears 4I may be connected to the inner ends of the drive axle 25. Likewise, intermeshing gears 42 are carried by the gear housing on a suitable shaft for drivinglyconnecting gears 43 on the intermediate portion of the crank-shaft with the axle gears 4I so that each of the axles 25 will be independently driven by its corresponding positioned crank That is, there will be an independent or individual drive for each axle 25 to increase the driving power and likewise increase the traction.

The underframe structure including the channel irons I0 is built up and in the forward port. tion thereof the channel irons are connected by a suitable floor 42 which forms thebottom wall of a reservoir chamber generally designated as at 43. The reservoir chamber is provided with side walls 44 connected at the forwardmost portion by means of an arcuately curved and well rounded wall 45. The rear end of the reservoir 43 is closed .by end wall 46 having tubular, portions 4l adjacent each end thereof Afor communication with a secondary reservoir which will be hereinafter more fully described. The well-rounded front wall 45 is provided with a shelf 4B having a fill-opening 49 adapted to be normally closed by means of a hinged cover plate 50.

Connecting the side walls 44 at the forward portion thereof is a vertical partition 5I while rearwardly thereof is a similar vertical partition 52 forming a chamber 53 having a bottom wall 54 provided with a longitudinally extending trough 55 as clearly shown in Figs. 2 and 4. The bottom wall 54 connects the side wall 44 thereby providing a closed chamber or reservoir for containing lump coal. The upper portion of the rear partition 52 4projects forwardly' as at 56 and terminates in an upwardly extendingy partition 51 and the partitions 5I and 5l are adapted to bel bridged by a top wall 58 likewise connecting the sidewalls 44. The partition plates 56 and 5l provide an operators compartment 59 which is accessible through a door 6U in the vertical rear tubes 85.

partition 52.v The top wall 6| of the locomotive extends forwardly as at 62 and is provided with a windshield 63 so that the operator in the seat 64 will have a relatively clear vision of the `trackway directly ahead. It is to be noted that the chamber 43 provides a water reservoir while thev chamber 53 nested therein provides a chamber or reservoir for receiving coal to supply the heating unit of the locomotive. The side walls 44 extend rearwardly a distance equal to the length of the boiler and as shown in Figs. 3 and 4 said walls are continuous and are connected by the top wall 6| which likewise extends the length of the boiler.

The longitudinal trough 65 is provided with a screw conveyor 66 mounted on a rotary shaft 61 the ends of which are suitably journaled for accommodating rotation of the conveyor.' One end of the shaft is journaled in the partition and at the opposite end is journaled in a branch pipe 88 formed on a tubular extension 69 through which one end of the screw conveyor passes for conducting the coal to the heating unit.

The bottom wall 42 of the locomotive is dropped as at 10 rearwardly of the

reservoirs

43 and 53 and supported on said dropped bottom 10 is a pair of coal pulverizers 1| mounted on suitable bases 12 anchored in place to prevent shifting thereof. The branch pipe 68 is provided with hoppers 13 which communicate with the tubular extension 69 so that coal or other fuel may be fed by the screw conveyor to the pulverizers 1|. The shaft 61 projects between the pulverizers 1| and is connected to a gear reduction box 14 having a drive shaft 15 connected with a turbineV or other motor 16. Each of the pulverizers 1| is provided with an exhaust 11 to which is connected an elbow fitting as at 19 for connection with vertical burner feed pipes 80.

Directly rearward of the dropped bottom 10, the bottom wall of the locomotive is elevated as at 8| and continues rearward to the end wall of the locomotive as at 82. The space defined by the side walls 44, top wall 8| and bottom wall 8| is adapted to provide for a boiler construction including end headers 83 and 84 connected by a pair of spaced longitudinally extending boiler Likewise, a longitudinally extending boiler tube 86 connects the top of the headers 83 and 84. The space surrounding the

boiler tubes

85 and 86 and the side walls 44 is lled with a refractory lining 81 so as to withstand high temperature conditions created within the boiler. The longitudinally extending boiler tubes 85 and 96 are connected by transverse boiler tubes 88 variously arranged so as to extend transversely with respect to the boiler chamber.`

A series of longitudinally extending super heater boiler tubes 89 are supported between certain pairs of transverse boiler tubes 88 and one end of each of the tubes projects through the header 84 and is hooked as at 80 so as to establish communication with a manifold 9| having a branch pipe 92 connecting the end wall 93 of the boiler tube header 86. The opposite ends of the superheater tubes 89 are connected to a vertical manifold 94 the lowerfend of which is provided with a suitable valve 95 having a control 96 for throttling the flow of steam through the manifold 94. Extending along each side of the locomotive is a steam pipe 91 having elbow fittings 98 connecting the valve chambers 99 of the motors 30 to supply motive fluid under pressure 'thereto in the form vof steam. By controlling the throttle 96, the steam may be increased or decreased so that the speed of the motors may be likewise increased or reduced. The manifold extension 92 is provided interiorly with an elongated apertured pipe |00 extending well into the upper boiler tube header 86 so that steam in the top thereof will be collected for conduction to the manifold 94 and thence to the motors 30.

The header 83 is provided with a pair of spaced openings |0| which are preferably formed circular and carried inwardly of the header is the refractory hearth |02 having convergent openings |03. The refractory hearth |02 is slightly smallerV than the header 83 and is provided with tubular projections |04 which pass through the openings |0| in the header and assist in securing the hearth in place. The outer ends of the openings |03 are formed cylindrical as at |05 and are covered by suitable circular casings |06 the marginal flanges of which as at |01 are Welded or otherwise secured to the header. Extensions |08 are formed on the circular` casings |06 and project upwardly to the top wall 6| of the locomotive frame structure and are connected to passageways |09 on opposite sides of the upper longitudinal boiler header 86. The ductways |09 are suitably connected to the upper ends of extensions |08 and project rearwardly to a heat exchanger casing |0 which will be hereinafter fully described.

The heat exchanger casing ||0 includes side walls having a rear wall ||2 and a top wall I3. The front wall is formed by the end partition wall ||4 forming the rear end of the boiler chamber which connects the side walls 44 of the locomotive and likewise connects with the bottom wall 8| thereof so as to provide a substantially closed chamber. The top wall ||3 of the heat exchanger I0 is provided with passageways ||5 at each end thereof for connection with the longitudinally extending ductways |09 to thereby establish communication between the casing ||0 and the circular casing member |06. Extending downwardly from the top wall ||3 and connecting the side walls is a partition plate ||6 terminating a short distance from the floor or underframe 8| so as to allow the passage of air therethrough.

A series of horizontal heat exchanger tubes |1 connect the end walls 2 and ||4 of the heat exchanger casing and one end of the tubes is in communication with the interior of the boiler chamber to receive the combustion products and flue gases so that said flue gases will pass rearwardly through the tubes to be conducted to a stack ||8. The lower portion of the stack ||8 is provided with oppositely disposed circular casings ||9 having side walls |20 and |2| connected by a curved peripheral wall connecting the stack as at |22 and terminating in an apex |23 immediately below the stack. Housed within the circular casing ||9 is a blower impeller |24 mounted on a shaft |25 suitably journaled in the side walls |20 and |2| of the circular casing. The shaft |25 projects through the casing wall |20 and is rigidly secured to the rotor mounted in a turbine |26. The turbine is supported on a suitable base |21 mounted on the floor 8| of the locomotive. ings |28 are provided, for further supporting the shaft |25 and said bearings are connected by a bracket |29 upon which the turbine |26 rests and is secured. An inlet pipe |30 may connect to a suitableysource of steam pressure for driving the turbine and an exhaust pipe |3I is provided for each turbine for the disposal of the exhaust.

steam after passing-through the turbine. Open- Beart dent thereto.

ings are formed inthe wall |2I in axial alignment with the impellers |24 so that the flue gases from the boiler chamber will be drawn through the heat exchanger tubes ||1 and will be forced by said impellers upwardly through the stack I I8.

Mounted on each side of the stack ||8 is a blower casing |32 having an exhaust port |33 connected to the end wall ||2 of the casing ||0 for forcing air therethrough in the direction of the arrows. The passageway |33 allows communication between the blower casing |32 and the interior of the casing I I so that air will be forced downwardly over the heat exchanger tubes I I1 on one side of the partition |I6 and will then be forced upwardly on the other side of the partition so-as to exhaust through the oppositely disposed ductway I I5 communicating with the longitudinal ductways |09. In this manner, heated air `under pressure is forced into the circular casing |06 and thence into the boiler chamber through the convergent hearth openings. |03. Each of the blower casings |32 is provided with an impeller |34 mounted on a shaft |35 connected to a turbine |36. An opening |31 is formed in each of the blower casings |32 to allow the entrance of air to the casing whereupon the impeller will force said air through the above-mentioned ductways |33 and into the heat-exchanger casing IIO. A suitable source of steam pressure may be provided for driving the turbines |36 in the same manner as the turbines |26 are supplied and if desired, all of the turbines may be connected to a single source of steam pressure. Powdered fuel or finely pulverized coal is admitted to the hearth |03 by means of concentrically mounted feeder pipes |40 connecting the vertical pipe 80 and said feeder pipes project through an opening in the circular casing |06 and have their inner end terminating in alignment with the outer wall of the header 83 and in concentric registry with the circular opening |05 in the divergent hearth openings |03 whereby the fuel in nely powdered form Will be picked up by the incoming heated air and burned in suspension or on the hearth |03. The pre-heated air causes the finely divided fuel to be more easily ignited by reason of its increased temperature and suitable means may be provided for initially igniting the burner.

Each of the fuel pulverizers 1I is provided with a shaft I4| which is connected to the rotor of the pulverizer and projects through one side of the pulverizer for connection with a turbine |42. The turbine is provided with an inlet |43 which may be connected to a suitable source of steam pressure and the exhaust .side of the turbine as at |44 may be connected to a recirculatory system which will be described more in detail in the following specification.

The space between the partition 52 and the header 83 is adapted to provide a compartment for the fireman and mounted directly above the fuel pulverizer 1| is a'platformv 45 which extends between the walls 44 and between the partition 52 and the header 83. The platform |45 enables the reman to keep a constant watch on thecondition of the heating unit and the operative parts inci- Windows or the like |46 are provided in the side walls 44 of the locomotive to allow the fireman suflicient ventilation while performing his duties on the platform |45.

Hinged to the forward portion of the top wall 58 of the compartment 53 is a closure |41 mounted on a suitable hinge |48 to swing in a horizontal arc and said closure |41 is adapted to close an opening |49 in the curved front wall 45 ofthe locomotive so as to obtain access to the lill closure 50. The .hinged closure |41 is slightly arcuate in .cross-section so that the continuity of the front wall 45 will not be broken and a perfect stream-line effect can be had. A hinged closure.

|50 is mounted on the top wall 58 for the vpurpose g of nlling the compartment 53 `and said closure is mounted on suitable hinges I5| and may be provided at the unbinged 'end with a latch or keeper |52.

Further, each of the fuel pulverizers |1I is provided with a blower |53 on the outlet side 11 of the pulverizer for the purpose of conveying or blowing the powdered fuel to the burner tube |40. Applicant has used a conventional fuel pulverizer as is well known in `the art; such fuel pulverizers usually include a four-speed fan on the discharge end of the pulverizer capable of disposing of the pulverizing material as quickly as it is fed to the pulverizer to prevent jamming and clogging of the pulverizer.

Mounted rearwardly of the boiler compartment is a tank |54 adapted to contain Water for feeding the boiler and said tank comprises end walls |55 and I|56 .connected by side walls |51. The top wall |58 is co-extensive with the floor 8| of the boiler compartment and as shown in Fig. 1, the tank isdependent and extends downwardly to the bottom wall |54 which connects the underframe channel irons I0. A suitable pipe |59 is adapted to .extend along opposite sides of the locomotive for the purpose of connecting the tank thus described with the reservoir 43 by being connected to the outlet thereof as at 46. A Acheck valve |63 may be interposed in the pipe |59 to allow the tank |54 to be fed by gravity from the reservoir 43. It is to be noted that the .rear wall of the tank v|55 is co-extensive with the rear wall of the locomotive 82 and said wall 82 is adapted to form a `compartment directly forward thereof and between a transversely extending wall |6I. Side walls |62 connect the rear wall 82 to the vertical and transverse partition |6| thereby forming a vertical steam well chamber |63. Projecting upwardly into the steam well |63 from the top wall i58 of the water tank .is a feed pipe |64 adapted to allow the overflow of the tank to 'fill the steam well |63 to a height equal to the height A baffle projects rear of the overflow |64. wardly from the partition 15| and extends over the overflow pipe |64 to prevent excessive spilling of liquid. An overflow pipe |66 extends through the bottom and top walls |54 and |58 respectively of the water tank and has its upper end as at |61 terminating adjacent the upper end of the overflow |64 and surrounding the overow pipe |66 is a casing or cage |68 for preventing excessive splashing and overflowing of the water from the steam well.

Extending inwardly from the wall 82 and the partition ISI is a series of superposed baille plates |69 arranged alternately as shown in Fig. 1 and each of said baille plates is provided with a dishshaped portion |10 adapted to retain the steam condensate and allow it to overflow as it is collected in the dish-shaped trough |10. Connecting the exhaust |1| of each motor 30 is an exhaust pipe |12 and as shown in Figs. 1 and 2, the exhaust pipe |12 is connected to the opposite ends of the exhaust manifold |1| so that said exhaust pipes will extend rearwardly on opposite sides of the engine and on opposite sides of the rear water compartment formed by the walls |54, |51 and |58. The rear end of each exhaust pipe |12 extends upwardly as at |13 and projects into the steam well cempartment |63 to a height substantially equal to the height of the baiiie |65 whereby steam will be admitted to the steam well after being exhausted from the motors or engines 30.

As the steam enters the steam well |63, portions thereof are condensed which condensate is returned to the steam well for being fed to the boiler head 84 in a manner which will be presently herein described. The continued travel of the steam upwardly through the steam well |63 and past the bailles |69 causes agreat portion of the steam to be condensed and directly above the steam well there is provided a reticulated screen |14 to lter the screen and remove foreign particles therefrom. Mounted directly above the screen |14 is a spray pipe |15 whichv extends transversely of the locomotive and is provided at its free end with suitable spray orifices |16 so that a constant stream of water will oppose the upwardly travelling steam to thereby assist in condensing the steam for use in the system. A pipe |18 may be connected to the spray pipe |15 and may have its lower end connected to the outlet side of a pump |19 as at |89 so that said pump |19 will receive water from the lower portion of the steam well through the intake pipe |8| and continually circulate the water through the steam well. As shown in Fig. 8 there is provided two such pumpseach of which is adapted :to be driven by means of a suitable steam turbine |82 supplied from a suitable source of steam pressure from the boiler system. The exhaust pipe |83 of each pump |19 extends'forwardly along opposite sides of the top Wall |58 ofthe water tank so that the forward end of said pipe |83 may be connected to the lower portion of the rear header S4. A check valve |84 may be interposed between 'the pump |19 and the header 84 to prevent back pressure from the header 84.4

The top portion of the steam well |63 is tapered inwardly and terminates in a forwardly extending header |65 including a top wall |86 connected to a bottom wall |91 by means of side walls |88. The header |35 is considerably reduced in sise from the upper portion of the steam well |53 to the boiler header 84 as is clearly shown in Fig. l and connecting the side walls |38 of the header is a series of oppositely extending pipes |09 terminating in downwardly extending pipes |90 the extreme lower ends of which are connected to lower headers I9! on opposite sides Aof the water tank |54 and extending longitudinally thereof. The longitudinally extending headers |9| are mounted along the extreme outer edge of the under-frame channel members I0 and are adapted to collect the steam condensate so that it may be returned to the tank |54 for re-circulation through the system. lConnection is established between the headers |9| and the rear water tank |54 by means of suitable connecting pipesY |92 as is clearly shown in Fig. 6.

Extending directly underneath the forward portion of the water tank |54 is a collection chamber |93 and projecting into the collection chamber is a pipe |94 connected with the exhaust pipe |12. Considerable steam condensate will be collected in the collection chamber |93 and may be returned to the water tank |54 by means of a suitable water pump |95 projecting and supported within the collection chamber and operated by a motor or steam turbine |96 on the upper end of the outlet pipe |91. The drive shaft (not shown) of the motor |96 extends through the discharge pipe |91 of the pump so that the of the fans 205 is mounted on a shaft 206 ex-` upper end thereof may be provided with areturn pipe |98 connected to the water tank |54. The discharge pipe |91 extends through a passageway provided by a circular sleeve |99 connecting the lower and top walls of the water tank It is to be noted that thev condenser pipes |89 and |90 are spaced to allow the passage of air therethrough and on each side of the locomotive certain pipes are interrupted by headers 200 for the interposition of a door or the like 20| to facilitate the easy entrance to the chamber formedl by the condenser pipes so that repairs may be made tothe various pieces of equipment;

Mounted on the top wall |58 of the water tank |54 is asteam Yturbine 202 having its turbine shafts 203 extending therefrom in opposite directions whereby said shafts may extend into the base' portion 204 of a circulating fan 205. The fans 205 Vare mounted in spaced relationv so as to draw air inwardly' between the interstices ofv the'pipes |90 and force the same upwardly in the direction ofthe arrows as shown in Fig. 5. Each tending vertically throughthel base 204 and the lower'end of each shaft is provided with a' bevel gear 201 adapted to mesh'with'a bevel gear 208 on the free end of the turbine shaft 203. Itis to be noted that the gears 208 vare located with respect to the bevel gears 201 to cause rotation of the fans 205 in a single direction, Encircling each fan is an annular band 209 and said bands are connected to a horizontal partition 2|0 extending from the vertical rearpartiton |6| to the vertical partition |20 adjacent the stack H8. The partition 2|'0`thus'provides openings Within the annular bandA 209 through which air may pass as shown in Fig. 5 to insure the circulation of air in the proper mannerV so that the lower portions of the condenser pipes |90 will be cooled first and then the'pipesv |89 will be cooled secondly.' A y An opening 2|| is formed inthe header |85 .to accommodate the passage of -thestack ||8 andY said .opening may be formed by a suitable bushing which will not interrupt ther passage of steam forwardly to the forwardmost condenser pipes |89 and |90. The turbine 202'may be provided With a suitable inlet opening 2|2 capable of beingattached by pipingl to a source of steam pressure such as from the boiler at one of the headers 83 or 84. similarltztheturbines |42, |26, |36 and |19 may be connected'to the steam boiler by connecting a suitable pipe to said turbines from one of the headersof the boiler.Y A link-*leverage. system may be provided for connectingthe throttlevalve control lever 96 to a throttleileverin the drivers compartment 59 and since such linkage is well vknown in the art it has been omitted to avoid confusion with the piping connecting the pulverizer with the burner.

For a consideration of the operation of the invention, attention is directed to Figs. 1 and 2 wherein it will be assumed that the locomotive is at rest and is unred. The burner may be started in the manner of conventional finely divided fuel burners whereupon the water in the boiler pipes 88 will be heated to a temperature to be converted into steam. After a sucient steam head has been obtained, the turbines 16 may be started to cause the automatic feeding `of lump coal from the reservoir 53 to the pulverizer 1|. Simultaneously, the turbines |26 and |36 may be started to cause the forced draft through the boiler and burner and to likewise supply heated air to the circularv casing |06. The -nely divided fuel will be discharged from the pulverizer and will be blown into the burner pipe |40 by means of the blower |53 whereupon continuation of the burner will create sucient. steam head to operate the steam motors 30. 'I'he driver in the cab |59V may control the valve 96 to regulate the amount of steam pressure to the motors. and thereby increase or decrease the speed as desired. Ihe exhaust from the motors passes from the manifoldsr |2| to a steamexhaust pipe |12 so. that a portion of the steam may b econd'ensedzwithirr the well |63' which water condensate is returned to the header 8# by means of the pump |19. Since there will notbe. a. 100 per cent return of the steam tov water the remaining steam will find its way to the header |85 wherein it will be further condensed by flowing downwardly through the pipes |89 and |90 so. that when it reaches the lower headers |9| it may be .f

returned to a rear storage tank |54'. Coolingof the, condenser pipes |89 and |90 is accomplished by the air circulating fans. 205 so that the main portion of the steam condensate will find its Way baclrto the rear water chamber orcompartment |54 and will likewise be returnedto the boiler 84` by means of the pump |1'9.

As the water in the rear reservoir |54 is used, it may be replenished from a water reservoir 4.3 carried by the forward end of the locomotive so that the rear water chamb-er or reservoir may always. be maintained full, or at least to a height to cause an overow to the pipe, 54. in the lower portion of the steam Well i153.

It. is', obvious that regulation of the pulverizers and fuel feed screw 6G may control the tem-V perature within the boiler by increasing' or cle-- creasing the amount of fuel consumption and the resultant heat therefrom.v

It is obvious that. various changes in the. detalls of construction may be. resorted to. as well as details of control units and that the: form of theinvention herewith shown and described isy to, be taken as a preferred embodiment of the same and that` various other changes may be made without departing from the.4 spirit of the invention or the. scope of the subjoined claims.

What is claimed is zv I. A combinedv locomotive and fuel tender, comprising a Wheeled underframe, a. boiler centrally of' said frame having transversely disposed water tubes, a burner in the forward endof the boiler, a fuel reservoir spaced, from and located forwardly of the boiler, means for feeding fuel directly to said burner including a screw conveyor, means interposed between the rear end of thev screen conveyor and boiler and below the aseaeve:

tending between the boiler and fuel reservoir for providing a cab compartment space thererbetween.

2. A combined streamlined locomotive, comprising a wheeled frame having a, dropped. bottom portion and a series of drive wheels centrally located with respect tothe frame, a boiler having transversely disposed water tubes connecting longitudinal headers, a burner in the forward end of said boiler, saidv boiler being mounted aboveA the drive wheels, a fuel reservoir carried by the front of the locomotive and spaced from the boiler to provide an intermediate cab space, means in the fuel reservoir for feeding the fuel rearwardly to the` burner, a fuel pulverizer located in said dropped bottom portion forwardly of the boiler and rearwardly of and below said feeding means to pulverize the. fuel prior to its entrance tothe burner, a condenser located on the` other end of the wheeled frame` rearwardly of the boiler to return the steam condensate to the boiler, said condenser comprising tubular conduit. membersA arranged in the air stream of said locomotive, and top, bottom and side enclosure walls for said cab space disposed above said pulverizer.

3. A combined locomotive and fuel tenden, comprising` a wheeled underframe supporting and drive wheelsV for the underframe,` an engine on the underframe, a boiler having longitudinally extending headers, said boiler being centrally located on the frame and. having transversely extending water tubes connected to said longitudinally arranged headers, a burner in the for- Ward end of the boiler directly presented to the water tubes, a fuel reservoir for feeding fuel to said burner in the front of the locomotive spaced from the boiler to provide a drivers compartment therebetween, a conveyor for feeding fuel from the reservoir to the burner, a fuel pulverizer positioned rearwardly of and below the fuel feeding conveyor and located beneath said drivers compartment, anda condenser mounted on the rear end of the combined locomotive and tender underframe adapted to condense and return the exhaust steam from the engine motor to the boiler, said condenser comprising a series of tubular members arranged along the walls of the locomotive and disposed in the air stream thereof.

AGNES GRAY, Administratrisc of the Estate of Edward Gray,

Deceased.