US2403847A

US2403847A - Grass and weed destroyer

Info

Publication number: US2403847A
Application number: US496201A
Authority: US
Inventors: Daniel A Caylor
Original assignee: Individual
Current assignee: Individual
Priority date: 1943-07-26
Filing date: 1943-07-26
Publication date: 1946-07-09
Anticipated expiration: 1963-07-09

Description

J y- 1946. D. A. CAYQR 2,403,847

GRASS AND WEED DESTROYER I Filed July 26, 1943 2 Sheets-Sheet 1- l lNVE NToR. flanpielflfl'aylor BY- 7 July 9,1946. D. A. CAYLOR amass AND WEED DESTROYER Filed July 26'', 1943 2 Sheets-Sheet 2 INVENTOR. Dan tel 2. 0'

BK I 1 agayrm% Patented July: 9, 1 946 s PAT ENT GRASS AND WEED DESTROYER Daniel A. Caylor, Suspension, Ala.

Application July 26, 1943, Serial No. 496,201

1 Claim. 1

My invention relates to the destruction of grass and weeds along the rails and on the bed of railroad tracks, and has among its objects and advantages the provision of an improved weed and grass burner designed to utilize the exhaust gases from a locomotive with which the burner is associated for effectively destroying the growth simultaneously on both sides of the road bed.

In the accompanying drawings:

Figure 1 is a side elevation of a locomotive showing my invention applied thereto.

Figure 2 is a top plan view.

Figure 3 is a front View.

Figure 4 is a sectional detail View illustrating the manner in which the device is incorporated in the Smokestack of the locomotive.

Figure 5 is a sectional view of a modified form of weed destroyer control valves.

Figure 6 is a view illustrating a control lever, and

Figure 7 is a view in side elevation of the forward portion of the locomotive, illustrating a slightly different arrangement of the tubes for conveying the exhaust to the road bed.

In the embodiment of the invention selected for illustration, I make use of a steam locomotive 2 quadrant 54, so that the lever may be latched in different positions to latch the damper 30 in its normally vertical position, its completely closed position, or different intermediate positions.

I 0 of a conventional type. Two tubes l2 are mounted on the locomotive near the forward end of its boiler l4. The tubes l2 are arranged on opposite sides of the boiler and each has one end attached to a flange l6 comprising the base structure of the Smokestack [8. The flange I6 is provided with a flange 20 riveted to the smokebox 22 of the locomotive. The flange l6 constitutes a continuation ofthe smokestack l8 so that the latter has communication with the smokebox 22 in the usual manner.

In Figure 4, the tubes l2 are flanged at 24 and riveted at 26 to the flange l6. This flange has openings 28 coaxial with the tubes [2. Inside the smokestack I8 is mounted a damper 30 which is provided with coaxial shafts 32 arranged transversely of the Smokestack and rotatably mounted in bearings 34. This damper is of such diameter as to completely close the Smokestack I8 above the openings 28 when the damper is moved to a horizontal position. Means for rotating the damper 30 comprises a crank 36 fixed to one of the shafts 32 and pivotally connected with one end of a rod 38 extending rearwardly to a posi-' tion inside the cab 40. In Figure 6, the rod 38 passes through an opening 42 in the cab wall 44. A lever 46 is pivotally connected at 48 with a bracket 50 attached to the wall 44. This lever is provided with a pawl 52 for coaction with a ers 56 may be moved to closed or open positions,

as desired.

The tubes 12 are contoured to lie close to the boiler l4 and extend rearwardly from the flange l6 and then downwardly between the boiler and the crosshead guide rods 64. Locomotives of the driving wheel arrangement shown are such that sufiicient room is available for the tubes l2 when positioned as shown and between the front driving wheel 66 and the rear truck wheel 68. The lower ends of the tubes I2 extend to positions within two or three inches of the rails 10 and are bent rearwardly to angles of about 45 degrees from the vertical. The ends of the tubes are also bent outwardly in substantially the same degree.

In operation, the smokestack l8 may be closed to causethe hot gases to exhaust through the tubes [2. Because of the arrangement of the discharging ends of the tubes I 2, the hot gases are exhausted onto the road bed alongthe rails 10 to effectively destroy any growth adjacent and about the rails.

Figure 5 illustrates a modification in that slide valves 12 are employed in lieu of the pivoted valves 56. The valves 12 are slidably mounted in guides 14 fixed to the flange 16 corresponding to the flange IS. The tubes 18 are fixed to the guide 14 and have communication with the flange l6 through the medium of ports 80 in the guides 14. Each valve 12 has a control rod 82 pivotally connected therewith, which control rods correspond to the rods and may be actuated in the same manner.

As shown in Figure 7, the tubes for conveying nozzles I! which have their discharge ends located close to the rails 10 and which incline downwardly and rearwardly from the tubes at an angle of approximately 45.

Without further elaboration, the foregoing will so fully explain my invention, that others may, by applying current knowledge, readily adapt the same for use under various conditions of service.

I claim:

In a steam locomotive having a boiler with a smoke-box and a cab at opposite ends a vertically disposed smokestack connected to the smoke-box with an enlarged rectangular portion between its upper end and the smoke-box, a valve in the smokestack above the enlarged rectangular portion, tubes connected to the opposite sides of the enlarged rectangular portion and extending down the sides of the smoke-box, a slide valve adjacent each side wall of the rectangular enlarged portion of the stack and controlling the inlet ends of the tubes, and separate operating means leading from each of the said valves to the cab, whereby all the valves may be separately operated.

DANIEL A. CAYLOR.