US466360A

US466360A - mcg-ahan

Info

Publication number: US466360A
Authority: US
Publication date: 1892-01-05
Anticipated expiration: 1909-01-05

Description

5 Sheets-Sheet 1.

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' v F. L. MGGAHAN.

LOGOMOTIVB FEED WATER SUPPLY. No. 466,360. Patented Jan. 5, 1892.

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F. L. MOGAHAN. LOGOMOTIVE FEED WATER SUPPLY.

No. 466,360. 7 Patented Jan. 5, 1892.

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. P.- L. MOGAHAIN. LOCOMOTIVB FEED WATER SUPPLY.

No. 466,360. Patented Jan} '5, 1 892.

UNITED STATES 5 PATENT OFFIC I FRED L. MCGAHAN, OF INDIANAPOLIS, INDIANA.

LOCOMOTIVE FEED-WATER SUPPLY.

SPECIFICATION forming part of Letters Patent No. 466,360, dated January 5, 1892.

' Application filed April 27, 1391. Serial No. 390,585. (No an.)

To aZZ whom it may concern.-

Be it known that. I, FRED L. MOGAHAN, a citizen of the United States, residing at In-' dianapolis, in the county of Marion and State of Indiana, have invented a new and useful Improvement in a Locomotive Feed-Water Supply, of which the following is a specification.

-My invention relates to improved means for furnishing pure water to the boiler of a locomotive and for heating the cars connected thereto.

The object of myimprovement is to provide, in connection with a locomotive fee(l water heater, (for which I have made application for United States Letters Patent, which application was filed March 2, 1891, Serial No. 383,456,) means whereby that portion of the exhaust-steam from the engines which is diverted from the smoke-stack to the feedwater heater is after passing through said heater used to heat a car or cars attached to the locomotive, and the Water of condensation resulting therefrom is returned to the locomotive-boiler, thus reducing the amount of water necessary to be taken aboard and preventing the formation of scale inthe boiler, all as hereinafter fully set forth.

The accompanying drawings illustrate my invention.

Figure l is a side elevation of a locomotive with myimprovements attached thereto. Fig. 2 is a cross-section, on a larger scale, through the smoke-box and the valves in the exhaustnozzles. Fig. 3 is a sectional view through one of the exhaust-valves on the line to, Fig. 2. Fig. 4 is a longitudinal section through the tender at w. Fig. 5 is a top plan of the tender. Fig. 6 is a cross-section through the same on the line y, Fig. 5. Fig.7 is a side elevation of a portion of the locomotive and tank, showing the mechanism for pumping water from the tank into the boiler of the locomotive. Fig. 8 is a detail view showing the covering of the exposed steam-pipes. Fig. 9 is a longitudinal section through a passengercar, showing the arrangement of the heatingpipes, radiators, and return-pipes. Fig. 10 is an under side view of the same. Fig. 11 is a plan of a modified form of the system of steam pipes and radiators as applied to a mail or express car. Fig. 12 is a cross-section and within the nozzles 2 are valves 4, (shown in Figs. 2 and 3,) arranged in chambers, each having two discharge-ports 5 and 6, the first of which opens into one of the nozzles 2, which discharges into the stack. The other ports 6' open into the horizontal pipes '7, to which are connected the pipes 8 on either side of the locomotive. The valves are segments formed in the manner shown in 'Fig. 3, and arerigidly secured to rods 9, whose inner ends work in bearings in the walls of the valve-chainbers, and their outer ends pass through the outer walls of such chambers and out through the center of the horizontal pipes 7, where they are connected rigidly to short cranks 10, which are pivoted to rods 11, whose opposite ends are in turn pivoted to cranks 12, which at about their centers are pivoted to suitable brackets attached to the sides of the loc0motive. The lower ends of the cranks 12 engage valve-rods 13 of the engines, so that in the backward and forward movements of such rods the valves 4 in their chambers will operate to alternately open and close the ports 5 and 6, thus allowing a portion of the exhaust-steam to escape through the nozzles 2 and up the stack, thus .creating a draft, the rest of the steam passing into the

pipes

7 and 8, the pipes 8 extending back on either side of the locomotive, and having suitable flexible couplings 14 to allow for any lateral movement of the train they pass through the drip chambers 15 of the tank and turn upward into oil-separating chambers 16.

In the upper part of the chambers 16 pipes 17 extend downward and enter the heating and purifying tank 23, where they join. each other and have a common outlet 18 on the under side, directly above a central open settling chamber or well 19, around which are' connected together in series by openings 21, which are alternately high and low, the last one through which the feed-water passes being a high one and opening into the chamber 22, which has a perforated bottom above the drip-chambers 15, into which the feed-water from the heater flows.

In the upper part of the heating and purifying tank 23 are suitably arranged and supported pans 24, and that part of the exhaust steam that is not condensed by coming in contact with the water in said pans escapes from the chamber through'the outlet 25 and into the pipe 26, which extends above the tank for the purpose of connecting with the cars in the rear.

For use in warm weather, when no heat is required in the cars, I have arranged just below the pipe 26 and within the tank a vertically-sliding plate or valve 27, operated by screws 28 from above. Said valve when drawn up closes the outlet through the pipe 26 and allows the free passage of the exhaust-steam from the heating and purifying tank 23 into the condensing-pipes 89, arranged on the out side of the tender, the construction of which is fully set forth in my before-mentioned penciing application.

Just in front of the heating and purifying tank 23 is the main water-tank 29 of the tender. In this tank is a pump 30, which is operated by connection with an eccentric on one of the axles of the rear truck. A discharge-pipe 31 extends from this pump into the top of tank23, and it has a branch 32, which discharges into the main tank. Valves 33 are arranged in these discharge-pipes and are controlled as hereinafter described. The

construction up to this point is essentially the same as that shown in my above-mentioned application.

For the purpose of utilizing that portion of the exhaust-steam which is not condensed in passing through the heater and purifier I employ the following means: I arrange beneath the tender and below the level of the dripchambers 15 a well or auxiliary tank 37,-which communicates through openings 38 on each side with said drip-chambers. Auxiliary tank 37 is provided with an open vertical tube 36, which extends from a point near the bottom of the well to the top of the main tank. A float 35 is arranged to move easily in this tube, and this float is connected through a lever 34 with the valves 33 in such a manner that a single movement of the lever will open one of the valves and close the other, thus controlling the amount of water delivered to the heating-chamber from the main tank by the amount of water in the lower tank. The short pipe 26, leading from the top of the tank 23, is connected to the main heating-pipe of the first car by the connection shown in Fig. 13, which consists of a central pipe 60, having its ends loosely secured in the ends of expansion-joints 61, of well-known form, and the opposite ends of these cxpansionjoints fit loosely the outsides of elbows 62 and bear against a rib on each, so that in case of accident to the cars the connections will separate readily. The elbows 62 are removably connected by locking-joints 63 to the main steampipe 64 on the car and pipe 26 of the tank. Like connections are made between the heating-pipes of the several cars of a train.

Each car is provided with a system of steam circulation, as follows: The steam-pipe (it leads into the top of the car, as shown in Fig. 9, and extends down to the floor and along the car on eitherside within the foot-boards, the side pipes 65 being within the car and connected together at their ends by the crosspipes 66, in which are threeway valves 67 for regulating the direction of the steam-supply.

Pipes 66 are connected with each other and with a series of radiators 71 by a pipe 60, having at its ends three-Way valves 70. An outlet-pipe 68 leads from the rear cross-pipe 66 out through the top of the car. The radiators 71 are secured to the under side of the car with their upper surface exposed to the interior of the car, and the central one is arranged so that the condense-water from the others flows into the central one. Arranged oneach side of the central radiator are a pair ofcondense-water reservoirs 7 3,which are connected with the radiator by short pipes 72. Said reservoirs are connected by expansion-joints with drain-pipes 74, which lead at the forward end of the car to the drip-chambers 15 on the tender and which lead at the rear end of the car to the drain-pipes of the next car. The drain-pipes 7 4 are connected together between the cars by a connection shown in detail in Fig. 14, which consists ofa pair of universal couplings 86, connected bya pair of telescoping tubes 88 and a light chain 89.

In the mailear (shown in Fig. 11) a pair of central radiators 7 S are arranged on opposite sides of the center of the car, the inlet-pipe 64 extends down through the floor of the car, and all of the distributing-pipes are on the under side. These pipes consist of the two outer ones 77, which are connected with the radiators 78, and the central pipe 7 9, which connects the radiators 80, arranged at each end of the car, with each other and with the cross-pipes 81, which connect the side pipes 77 at both ends. In this car I have arranged the condense-water reservoirs 73 between the central radiators, and they are connected to the radiators by short pipes. The said reservoirs discharge through pipes 82, having expansion-joints therein, and expansion-joints 83, which are pivoted to the bottom of the car IIO at 84: into the drain-pipes 74, leading to either The drain-pipes 74 convey all of the water of condensation formed in the steam-circulating systems of the cars intothe drip-chambers 15 of the tender, and from thence thewater is drained into the auxiliary tank or Well 37.

The boiler of the locomotive is supplied with 1 Water from the well 37 by means of a pump 39, there being one on each side of the tank or well. The pump-plunger 4:1 is operated by means of an eccentric 53 on the rear drivingshaft of the locomotive,'whic h is connected with the plunger by the connecting-rod 54, having a grooved'end 57 and a detachable tip 56, and sliding in bearings'55, the lever 43, pivoted to the tender, and the connectingrod 42.

The amount of water drawn by the pump from the tank 37 is controlled by means of a hand-lever 46, which, through its connections, with the rod 47, pivoted to the bell-crank lee ver 48, regulates the admission of water'to the; pump through its suction-pipe. The lever 48 is pivoted at its center .to the side of the tank 37 and its lower arm to a short rod 49, which operates the suction-pipe valve 50 and the air-valve 51 of the pump. Through the lever in the cab the suction-valve may be opened and the air-valve closed simultaneously, or the reverse, or when only a partial supply of water is desired each may be only partly opened, according to the movement of the lever. The water passes to the boiler source of supply, for the boiler, the loss by evaporation and leakage being made up and the supply supplemented by the water from the main tank, which is first passed through the heating and purifyingchamber by means of the pump 30. When there is sufficient water in tank 37, float 35 is raised and the water from pump 30 is discharged through the branch 32 into the main tank again; but when the Water is nearly exhausted in tank 37 the float falls and the water from said pump is discharged through pipe 31 into the heater, from whence'it finds its way, after purification, into tank 37.

I claim as my invention- 1. Thecombination of the locomotive, the water-tank attached thereto, the separate wa ter heating and purifying chamber arranged in said tank, the pipes arranged to conduct the steam from the exhaust ports of the locomotive to said. chamber, the auxiliary tank arranged to receive the water from the heating and purifying chamber, the pump arranged to deliverthe water from the main tank to the heating-chamber, the valve arranged in the discharge-pipe of said pump, mechanism, substantially as shown and described, whereby said pump is operated continuously duringthe movement of the locomotive,'and the float arranged in the auxiliary tank and connected with said valve, whereby the amount of water delivered to the heating and purifying chamber is controlled by the amount of water in the auxiliary tank, substantially as set forth.

2, The combination of the locomotive, the

V feed-water heater connected therewith so as to receive steam therefrom, the auxiliary tank arranged below said heater so as to receive. the water therefrom, the car attached to the locomotive,,a system of steam circulation mounted on said car and connected at one end with the steam-outlet of said heater, and

a system of drain pipes and passages con-' necting said steam-circulating system with said auxiliary tank, all arranged substantially as set forth, whereby the steam from the looomotiveis used first to heat the feed: water and then to heat the car, and the water from the heater and the water from the steamcirculating system on the car are both collected in the auxiliary tank.

3. The combination of the locomotive, the

main water-tank thereof,the feed-waterheater connected therewith and arranged to receive the steam from the locomotive, the auxiliary tank arranged below said heater so as to receive the heated water therefrom, the car at tached to the locomotive, a system of steam circulation mounted on said car and connected at one end with the steam-outlet of said heater,

a system of drain pipes and passages connecting said steam-circulating system with said auxiliary tank, the pump arranged to discharge the Water from the main water-tank into the feed-water heater, the float mounted in the auxiliary tank, and intermediate connecting mechanism connecting said float and the discharge-pipe of the pump, whereby the discharge of water therefrom into the heater is controlled by the amount of water in the auxiliary tank, all substantially as set forth.

4,; The combination of the locomotive, the main water-tank thereof,the feed-Waterheater connected therewith and arranged to receive the steam from the locomotive, the auxiliary tank arranged below, said heater so as to receive the heated water therefrom, a system of steam circulation connected at one end with the steam-outlet of said heater, drain pipes and passages connecting said steamcirculating system with said auxiliary tank,

the pump arranged to discharge the water from the main water-tank into the feed-water heater, the float mounted in the auxiliary tank, intermediate connecting mechanism connecting said float and the discharge-pipe of the pump, whereby the discharge of water therefrom into the heater is controlled by the amount of water in the auxiliary tank, and the main tank, substantially in the manner the pump arranged to draw the Water from specified. the auxiliary tank and discharging it in to the FRED L MCGAHAN locomotive-boiler, all arranged to co-operate 5 substantially as set forth, whereby the boiler Witnesses is supplied, primarily, with distilled Water, II. P. HOOD, which supply is supplemented by water from MABEL H001).