US3061000A

US3061000A - Vaporizing liquid fuel burner

Info

Publication number: US3061000A
Application number: US691441A
Authority: US
Inventors: Edward B Moore
Original assignee: Vapor Heating Corp
Current assignee: Vapor Heating Corp
Priority date: 1957-10-21
Filing date: 1957-10-21
Publication date: 1962-10-30
Anticipated expiration: 1979-10-30

Description

Oct. 30, 1962 E. B. MOORE 3,061,000

VAPORIZING LIQUID FUEL BURNER Filed Oct. 21. 195'! 2 sheets-sheet 2 INVENTOR.

EDWARD B. MQORE ATTY.

United States Patent 3,061,000 VAPORIZING LIQUID FUEL BURNER Edward B. Moore, La Grange Park, Ill, assignor to Vapor Heating Corporation, Chicago, Ill., a corporation of Delaware Filed Get. 21, 1957, Ser. No. 691,441 2 Claims. (Cl. 158-?4) The present invention relates to liquid fuel burners of the vaporizing type adapted for use in various situations.

The improvements embodied in the burner construction are designed to operate when the burner is in its normal operative position and also to operate with efliciency and reliability when it is tilted from its normal plane of Operation. This latter feature is important in burners of the above general type when they are used as accessory heating for railway freight cars, for example cars used in the transportation of fruits, vegetables and other products likely to be unduly chilled during their transit through regions of low temperatures, or when the burners are utilized as stand-by heaters for the liquid coolant systems of internal combustion engines installed on motorized vehicles of various typesincluding diesel locomotives, highway buses, trucks, tractors, and various types of earth moving and road building equipmentwhich by the nature of their use may maintain their heating equipment tilted from the normal plane of operation for appreciable periods of time, as in the case of railway cars traversing hilly or mountainous terrain or when the motorized equipment is temporarily out of service during severe weather and parked on inclined terrain.

The liquid fuel burners of the vaporizing type, as heretofore constructed, operate satisfactorily only so long as they are maintained in their normal plane of operation. Any substantial tilting of such old construction of burner from its normal plane of operation for an appreciable time period results in either curtailing the delivery of fuel to the burner or in delivering an excess quantity of fuel thereto. This curtailment of fuel, it prolonged, results in extinguishing the pilot flame as well as the flame of the main burner. Inasmuch as the burner is rendered inoperative when the pilot flame is extinguished the perish able cargo or the motorized equipment, as the case may be, is deprived of low temperature protection until the burner is returned to its normal plane of operation and manually re-lighted.

A principal object of the invention is to provide a burner of the liquid vaporizing type comprising a main burner and an associated pilot burner, both of which are supplied with fuel from a single control means of simplified construction in amounts to maintain like fuel levels in both burners, both burners being so constructed that they may be safely tilted to substantial angles relative to their normal planes of operation and for prolonged periods of time without affecting the quality of the flame of either burner.

A further object is to provide, in a burner constructed to function in the manner described in the preceding paragraph, an additional fuel control for the main burner including a temperature responsive valve for controlling the delivery of fuel thereto, whereby the operation of the main burner may be controlled in relation to the heating requirements of the situation in which the burner is used, without affecting the continuous operation of said pilot burner.

According to the invention, the burner structure comprises a main burner, a pilot burner associated therewith, and float-actuated control means for controlling the delivery of a liquid fuel to both burners so as to maintain like levels therein during the activation of the main burner. However, in order to permit the main burner to be extinguished and automatically reactivated without 3,%i,@ Patented Get. 39, 1962 affecting the pilot and to control the delivery of fuel thereto in accordance with a pre-selected temperature, additional control means having an adjustable temperature setting and responsive to the temperature of an enclosure or other object whose temperature is being controlled is provided for controlling the flow of fuel into a receiving Well of the main burner. The main burner comprises a relatively deep fuel receiving well for containing an immediate supply of fuel received from a float controlled delivery means, and a fire head, the latter of which includes a plurality of spaced apart troughs extending radially outwardly from the fuel receiving well and at a substantial distance above an optimum fuel level maintained in the Well. Wicks are fitted into the several troughs with the lower ends of the wicks extending to the bottom of the fuel receiving well, whereby the fuel is elevated from its normal level in the well to each of said troughs and dispersed throughout their lengths by the capillarity of the wicks. The necessary air for supporting combustion flows upwardly through the spaces between the fuel dispersion troughs.

The pilot burner comprises a deep fuel receiving Well to contain an immediate supply of fuel, similarly received from the float controlled delivery means, and a wick for elevating the fuel from its normal level in the well. The fuel receiving well is centered Within the well of the main burner and extends above the level of the main burner troughs. It has a plurality of small holes around the cylindrical circumference at its upper end to admit air to support combustion atop the wick. The latter terminates at a point within the fuel receiving well which is below the said plural holes and on a level, approximately, with the uppermost portions of the main burner wicks.

The optimum level of fuel in both receiving Wells is approximately midway of their depth, the depths of the wells being such that both burners may be tilted to a pronounced angle from their normal plane of operation without causing the fuel to overflow the upper edge of either burner or to move below the lower end of said wicks in a manner to curtail the delivery of fuel to both burners.

The invention is illustrated in certain preferred embodiments in the accompanying drawings wherein:

FIG. 1 is a sectional view of the improved burner structure together with a partial section of a heat exchanger mounted above the burner and cooperating therewith to supply hot water or other liquid to a space heating system or to be connected into the liquid cooling sys tem of an internal combustion engine so as to preheat the liquid therein at a suitable temperature when the engine is temporarily out of service and thereby quickly condition or maintain such engine in readiness for im mediate service during cold weather;

FIG. 2 is a sectional view taken substantially on lines 2-2 of FIG. 1 to illustrate, in plan, the construction and arrangement of various associated parts of the burner mechanism and the means for controlling the delivery of fuel thereto; and

FIG. 3 is a sectional view of the float-actuated means which controls admission of fuel into the general fuel controller illustrating the position of the principal parts in their closed and open position.

Referring to the drawing: The improved fuel burner is illustrated herein as constituting a portion of a liquid heater comprising a lower section It) and an upper section 11. The lower section 10 includes the improved liquid fuel burner assembly of the present invention which is designated as a whole by the reference numeral 12. The burner assembly is enclosed within a casing 13 which serves as a suitable base for the upper section 11. This latter section may be constructed in any one of a number of forms suitable for heating air or liquids; the air being delivered into an enclosure, for example a railway car, for the purpose of preventing undue chilling of a perishable cargo during transit through a zone of subfreezing temperature, and the water jacket type of upper section 11 being adapted for connection into a heat exchanger or radiator (not shown) for adding heat to the interior of the railway car. The liquid heating type of heater includes a liquid jacket 14 and one or more tubular coils 15. The numeral 16 designates an outlet conduit for delivering hot liquid to said heat exchanger or radiator and the numeral 17 designates the return conduit to the liquid jacket 14 of the heater. The liquid heater is also adapted for many other uses including the pre-heating or stand-by heating of the coolant liquids of internal combustion engines of motorized equipment previously referred to herein to quickly condition the engines or maintain them in condition for immediate use in cold weather. However, it is to be understood that the specific form of upper section 11 herein shown and the several uses mentioned herein for the present invention are intended merely as examples and not as limitations.

The burner assembly 12 and a general control means 18 for the fuel are secured to a base plate 19 so that they are fixed with respect to each other for the purpose which will be made clear hereinafter. An additional control means 20 is positioned intermediate the burner 12 and the general fuel controller 18 and is connected into a fuel conduit 21 leading from the latter to a main burner 22 of the burner assembly 12.

The main burner 22 is comprised of a deep cylindrical fuel-receiving well 23, connected to the fuel conduit 21, for containing an immediate supply of fuel and a fire head 24. The latter constitutes a plurality of spaced apart troughs extending radially outwardly from the fuel-receiving well 23 and open at their inner ends. The

V troughs 25 are attached around the circumference of well 23 at the latters top so as to communicate, through their open ends, with the fuel-receiving well 23. Each trough 25 is fitted with a wick 26 which extends downwardly from the trough to the bottom of the fuel-receiving well 23 for elevating fuel from the well to the fire head.

The air necessary to support combustion rises through the bottom openings 27 at opposite sides of the base plate 19 and flows upwardly through the lower section 10 and through the spaces 28 (FIG. 2) between the troughs 25. A secondary supply of combustion air is drawn through a plurality of holes 29 provided around the circumference of casing 13 near the latters lower end. The flow of combustion air is directed in its upward movement by a baflle 30 formed on the lower end of casing 13 and'extending inwardly and upwardly at an angle from the casing 13 of approximately forty-five degrees. V

The casing 13, near its top, has an inwardly projecting indentation 31 which serves as a supporting shoulder for the upper section 11. A plurality of brackets 32 affixed valve body proper a lipped valve seat 43 is formed. Received within the valve body 42 is a smaller diameter valve guide 44 also open at both ends. The end nearest the valve seat 43 is shouldered, as at 45, to serve as a stop for the valve 46. Valve 46 is of generally cylindrical configuration with a flange 47 formed at one end, and a closure member 48 made of suitably resilient material to seat firmly against the valve seat 43 is attached at its opposite end. Valve 46 fits loosely within the valve guide 44 and is free to move longitudinally within the valve guide limited only by the shoulder and the rotatable valve actuating cam 49. The latter rotates about a pin 59 which serves a dual function as an axis for the cam 49 and as a retaining pin for holding the valve body 42, the valve guide 44, and the cam 49 in their assembled positions. To one end of the valve actuating cam 49 is attached the float arm 51 which arm is joined at its other end to the float 52 (FIG. 1). Cam 49 is free to rotate about its axis pin 50, under the influence of the float 52, to the position shown by the dotted outline in FIG. 3, through the slots 53 and 54, top and bottom, provided in the valve body 4-2 and the valve guide 44 for that purpose. When the cam 49 is in this open position, the valve 48 is free to move away from its valve seat 43 as the head of fuel acts against it and to take the position shown by the dotted outline, also in FIG. 3. Fuel will thus be permitted to enter receptacle 37, and, as the fuel level rises, cam 49 will be rotated toward its closed position by the rising float 52 and the valve 48 will be cammed towards its seat on the valve seat 43 thereby, as the camming progresses, restricting and ultimately terminating fuel flow from the fuel source (not shown) into the fuel receptacle 37 of the general fuel controller 18.

In addition to the fuel conduit 21 leading from the general fuel controller 18 to the main burner 22, a second fuel conduit 55 connects the general fuel controller 18 to the pilot burner, designated generally by reference to casing 13 are matched by an equal number of brackets 33 spaced above them on upper section 11 through which brackets tie-down bolts 34 are passed to fasten upper section 11 and lower section 10 together. 7

The general fuel controller 18 receivesfuel through a conduit 35 connecting it to a source of fuel (not shown). Conduit 35 attaches to the float-actuated valve 36 whereby fuel level within the fuel-receiving receptacle 37 is maintained. Valve 36 is more clearly illustrated in FIG. 3 wherenumeral 38 identifies the side wall of the receptacle 37 through which valve 36 is mounted.

Reference numerals

39 and 40 refer to gaskets for sealing the union between the valve 36, wall 38 and the connecting means 41 for conduit 35. Valve 36 is comprised of a cylindrical body 42 open at both ends. The one end is threaded to receive connecting means 41 and is of smaller diameter. Where this portion joins the larger bore of the numeral 56. The latter includes a relatively deep receiving well 57 concentrically arranged within the fuelreceiving well 23 of the main burner 22. Fuel-receiving well 57 extends above the level of the main burner troughs 25 and has a plurality of small holes 58 drilled in its top circumference to permit flow of air for supporting combustion atop the wick 59 with which pilot burner 56 is equipped. Fuel-receiving well 57 of pilot burner 56 and fuel-receiving well 23 of the main burner 22 are both fixed to one end of a hollow base member 60, the other end of which attaches to fuel delivery conduit 55. It is through the latter and base member 60 that an uninterrupted flow of fuel is provided to the fuelreceiving well 57 of the pilot burner 56 from the general fuel controller 18. Base member 69 is threaded to receive a pair of

nuts

61 and 62 which serve to rigidly attach burner assembly 12 to base plate 19.

The fuel controller 18 is attached to the base plate 19 by the

bolts

63 and 64 thereby fixing the relationship of these two components. .T he relationship of burner assembly 12 to base plate 19, and fuel controller 18, can be adjusted by means of

nuts

61 and 62 and the threaded base member 60 so as to establish the optimum fuel level within fuel-receiving well 23 of main burner 22 and fuel-receiving Well. 57 of pilot burner 56 coincidental with the horizontal axis of main burner 22 when the entire assembly is on a level plane.

The base plate 19 has

appropriate brackets

65, 65 for mounting the assembled burner and is reinforced by the channeled member 66 welded to its lower side. The casing 13 is also welded, as at 67, 67 to the plate 19.

The control means 20, interposed in the conduit 21 between the general fuel controller 18 and the main burner 22, is a temperature responsive valve which serves to control fuel flow from the fuel controller 18 to the main burner 22. Fuel flow regulation is effected in response to the temperature of the enclosed space and is induced by the expansion, or contraction, of a thermally responsive fluid having a positive coeflicient of expansion and contained within the sensing unit 68, the bellows 69, and the conduit 70 connecting the two. The bellows 69 is butted against one end of a flanged valve stem 71, the opposite end of which is attached to the valve 72. All of the latter elements are enclosed within the valve body 73. The valve 72, illustrated in the open position, will close the port 74 connecting the inlet side 75 of the valve body 73 to the outlet side 76 under the influence of the bellows 69. The valve 72, operating in unison with the valve stem 71, is normally biased towards its open position by the spring 77 inserted between the flange 78 of the valve stem 71 and the shoulder 79 formed internally of the valve body '73. The latter also has an externally formed flange 80 on which are indexed temperature levels in degrees Fahrenheit as more clearly i1- lustrated in FIG. 2. The top of valve body 73 is enclosed by the valve head 81 which is threadedly received in the top of the internally threaded valve body 73. Valve head 81 is equipped with a pointer 82 for reading the response level of the valve against the index on flange 80*. The bellows 69 is so atfixed to the valve head 81 that the relationship between the two is fixed. Rotation of the valve head 81 in a clockwise direction lowers it into the valve body 73 while rotation in the opposite direction raises it. Thus it will be seen that clockwise rotation of the valve head 81 lowers this member in the valve body 73 and also moves the bellows 69 down, forcing the valve stem 71 and the valve 72 towards the port 74. At the same time a lower temperature setting will appear under the pointer 82 indicating that valve 72 will close the port 74 at a lower temperature which is, in fact, true be cause less expansion of the bellows 69 will be required to urge the valve 72 to the fully closed position that was required prior to clockwise rotation of the valve head 81.

The control means 20 thus functions, at a given preset, temperature level, to terminate fuel flow to the main burner 22 when the temperature to be controlled exceeds the pre-set level and to permit fuel flow when the temperature to be controlled falls below the pre-set level. The closing and the opening of the valve 72 is regulated by expansion of the bellows 69 under the influence of the aforementioned thermally responsive liquid within the bellows 69 and the components communicating with it.

Operation To place the burner in operation fuel from a fuel source (not shown) is supplied to the general fuel controller 18. As the fuel level in the latter rises, float 52 will rise and terminate the flow of fuel entering the general fuel controller 18 via valve 36. The conduit 55, connecting the controller 18 and the pilot burner 56, is an unobstructed conduit and, therefore, will continuously transmit fuel to the pilot burner 56 which fuel will rise in the fuel-receiving well 57 to seek its level.

The pilot burner wick 59 will elevate, by capillary action, fuel to the top of the fuel-receiving well 57 where it can be ignited. Ignition is accomplished by manually lighting the top surface of the wick 59. From this point on functioning of the burner is automatic.

For illustrative purposes we may assume that the control means 28 is pre-set to the level indicated in FIG. 2, forty-five degrees Fahrenheit. Assuming, further, that the temperature sought to be affected is below the temperature setting of the automatic control, for example 45 F., the bellows 69 will contract and the port 74 will be opened permitting fuel to flow from the general fuel controller 18, via conduit 21, to the fuel-receiving well 23 of the main burner 22. This fuel supply will be elevated to the troughs 25 from its level within the well 23 by the capillarity of the wicks 26. When the air flowing upwardly in the regions of the troughs 25 becomes sufliciently saturated with fuel vapor to provide a combustible mixture the mixture will be ignited by the flame of pilot burner 56.

Heat generated by burner assembly 12 raises the temperature of the liquid contained in liquid heater 11, or other heat exchange apparatus associated with the said burner assembly. Such heated liquid, for example, will in turn raise the temperature of the enclosure, or other thing, causing an expansion of the thermally responsive fluid which will terminate, in turn, the flow of fuel through the control means 20 when the controlled temperature reaches 45 F., the hypothetical level here assumed.

Main burner combusion will be extinguished when the supply of fuel within the fuel-receiving well 23 is consumed, and the main burner will remain inoperative until the cycle repeats itself under the regulation of the control means 20. Pilot burner operation continues uninterrupted at all times the overall assembly is to be functioning.

I claim:

1. A vaporizing liquid fuel burner comprising a burner head having a main burner and a pilot burner; a relatively deep centrally arranged outer fuel-receiving well for said main burner; a relatively deep inner fuel-receiving well for said pilot burner concentrically arranged Within said outer fuel-receiving well; a source of liquid fuel, a means associated therewith for delivering fuel in constant supply to the pilot burner well, a separate means associated with said fuel source for delivering fuel in periodic supply to the main burner well, and means for maintaining the fuel in both of said fuel-receiving wells at the same level during normal operations of the burner; and wick elements for elevating fuel from the normal operating level in said wells to the main and pilot burners.

2. The combination defined in claim 1 wherein the said outer and inner fuel-receiving wells have a common support provided with means for vertically adjusting the position of said fuel-receiving wells in relation to said means for maintaining the fuel at the same level in both of said wells during normal operation of the burner.

References Cited in the file of this patent UNITED STATES PATENTS 242,938 Knipe June 14, 1881 662,941 Jeavons Dec. 4, 1900 1,250,060 Welshausen Dec. 11, 1917 1,412,620 Lacke Apr. 11, 1922 1,974,818 Kerrick Sept. 25, 1934 1,982,359 Smith et al. Nov. 27, 1934 2,086,884 Sherman July 13, 1937 2,227,899 Grubb Jan. 7, 1941 2,247,860 Selby July 1, 1941 2,685,335 McCutchen Aug. 3, 1954 2,820,511 McCutchen Jan. 21, 1958 FOREIGN PATENTS 180,191 Great Britain May 25, 1922