US469844A - Edward e - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

A. R. OAVNER, Decd. E E HOLMAN, Admmlstrator LOGOMOTIVE ENGINE.

No. 469,844. Patented Mar. 1, 1892..

(No Model.) 2 SheetsShet 2.

A. R. OA-VNE R, Decd. E. E. HOLMAN, Administrator. LOGOMOTIVE ENGINE.

No. 469,844.. v Patented Mar. 1, 1892.

i. muniii ilii fiinnnuv-gi ITED STATES PATENT OFFICE.-

ALEXANDER R. OAVNER, OF oHIcAco, ILLINOIS; EDWARD E. I-I0LMAN ADMINISTRATOR OF SAID AL :XANDEE R. OAVNER, DECEASED.

LOCOMOTIVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 469,844, dated March 1, 1892.

Application filed April 25, 1891.

To all whom it may concern:

Be it knownthat I, ALEXANDER R. OAvNEE, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Locomotive-Engines, of which the following is a specification, reference being had to the accompanying drawings, in which Figure 1 is a side elevation of a portion of a locomotive, some parts being inseotion. Fig. 2 is a top or plan view showing some parts in section, and Fig. 3 is a vertical crosssection on line 3 3 of Fig. 2.

My invention relates to locomotive-engines, and is especially designed to be used upon locomotives having an extended forward compartment; but it may also be used upon any engine by a slight modification of its construction.

The principal objects of my invention are, first, to provide devices for relieving the exhaust from the cylinders from any back-pressure, so that the full power of the steam-pressure may be obtained, and, second, to provide devices for creating a more perfect draft through the fines of the boiler, and to provide means whereby the greatest amountof power may be derived from the fuel consumed.

Other objects of myinvention are to insureperfect combustion of the fuel, to prevent cinders, and also to prevent the vibration of the tubes in the boiler, and thus avoid a great factor in the destruction of boilers.

I accomplish these objects as illustrated in In the ordinary locomotive the boiler extends to the forward part of the locomotive and terminates at a point a short distance back of the smoke-stack, leaving a compartment in the forward end. In the use of my present invention the boiler B is of the ordinary form with a compartment at the forward end, which compartment is divided by an air-tight par- Serial No. 390,386. (No model.)

tit-ion G into two compartmentsD and D. The partition 0 is placed at or near the forward edge of the smoke-stack a and is preferably perpendicular. It may be secured in position in any suitable manner, as by flanges 0 around its periphery, secured by rivets to the shell of the compartment.

Extending upward through the chamber D and terminating at a point slightly below the entrance to the smoke-stack a is an exhaustpipe E, which is cylindrical in shape and is connected to the cylinders F of the engine. The exhaust-steam fromthe cylinders F passes through suitable connections into the pipe E and thence upward into the smoke-stack a. The exhaust-pipe E is made of uniform diameter, so that the exhaust-steam will not be compressed in its passage upward.

(1 indicates a funnel-shaped partition or hood, which is tightly secured to the front end of the boiler B in such manner as to cover the fines b, and at its forward end is tightly secured in the partition 0, forming a passage from the flu es 1) into the forward compartment D. The partition d is provided with holes for the passage of the exhaust-pipe E, which it fits tightly in order to prevent gases from passing from the interior of the chamber formed by the partition cl into the the compartment D.. Th'e'partition or hood d is provided, preferably at its upper part, with an opening leading into the compartment D, which opening is closed by a gate 61'. The gate 61' is adapted to be moved upon the partition d to open the passage by means of a rod 6,. which extends to the exterior of the chamber D and is provided with a handle e or other suitable device, whereby it may be operated from the exterior of the engine.

G G, indicate exhaust fans, which are mounted in the compartment D of the engine.

The exhaust-fans G G are in all respects similar, and one of them, as G, is connected to the opening leading from the compartment inclosed by the partition cl, as best shown in Fig. 1. The other fan G is adapted to exhaust the air from the interior of the compartment D. The two fans G G are driven by means of a suitable engine H, which is located in any suitable position in the compartment D. I prefer to use a small steam-engine mounted, as shown at H in Fig. 1, at the upper part of the exhaust-fans and operating them bymeans of gear-wheels h h, mount- %d between the two fans, as best shown in I indicates a tube, which is connected with the outlet of the exhaust-fan G and passes through a hole in the side of the compartment D of the engine and thence downward, preferably to a point below the foot-board of the engine, and back to the fire-box. 1 indicates a similar tube, which is connected with the outlet of the exhaust fan G and passes through a corresponding hole in the opposite side of the compartment D of the engine, and also extends downward and backward under the foot-board to the fire-box. In the arrangement of the pipes I preferably make use of the holes found at the sides of the forward compartment of engines as commonly constructed, as the necessity of altering the engines is thereby avoided. In order to make use of these holes, the tubes I I are arranged as shown in the drawings; but, if desired, the tubes I I may pass through the sides of the compartment D at any other suitable point and thence backward, as I do not wish to confine my construction to the exact form shown.

(Z indicates a hole, which is preferably placed at the 'bottom of the compartment D and is used to admit airinto the compartment D, for purposes hereinafter set forth.

J indicates a tube, which connects the exhaust-fan G with the compartment D, preferably at a point near the top of said compartment. The tube J is closed bymeans of a gate j, which is adapted to slide over the openingin thetube J and is provided with a rod similar to the rod e, which extends to the outside of the engine, so that the passage in the tube J may be opened when desired.

The tube I, as above described, extends backward to the fire-box, as best shown in Fig. 2, and theuce'downward toa point slightly below the grate-bars M of the furnace and terminates by a suitable connection 1' atthe interior of theash-pit K, as best shown in Fig. 3. The tube I, as above described, also passes backward to the fire-box and is provided with a number of jets Z, which extend into the firebox a shortdistance above the grate-bars M. The tube 1 is provided with a downward extension *i,which is connected with the pipe I in any suitable manner and extends downward, terminating in a tube k, which passes into the fire-box on a level with the gratebars of the furnace.

"lhe'grate-bars Mare made of cylindrical tubes, provided, preferably, at their upper surfaces with orifices m. The grate-bars M are secured in place in any suitable manner and communicate with each other through smallconnecting pip'esk, which are preferablyarranged in such manner as to form extensions of the pipe 7c, leading from the tube 1.

In locomotives as heretofore constructed,

when it is desired to increase the draft through the fines, the exhaust-steam from the cylinders passes upward through an exhaustpipe, which is made smaller at its upper end, and, passing out of the smoke-stack, causes a partial vacuum in the chamber atthe front of the engine and thereby creates a forced draft through the lines of the boilerh It is evident that the alternating character of the exhaust, and consequently of the draft thus formed, will cause a vibration of the bo1lertubes and thereby cause the boiler to wear out much sooner than it otherwise would. The back-pressure from the exhaust-steam, which is compressed by the peculiar construction of the exhaust-pipe, also detracts from the power of the engine. By the use of the improvements hereinbefore described these objectionable features are avoided, as will be seen from the following description of the operation of my improved devices.

IVhen it is desired to start the fire in the locomotive, the gate in the partition or hood d is opened, and a draft thereby may be created through the lines of the boiler, compartment D, and smoke-stack a. As soon as sufficient steam has been generated to operate the engine H, (the gate (1 having first been closed,) the engine II is started, causing the exhaust-fans GG to operate. The fan G will then exhaust the air or gases in the lines of the boilerand in the compartment formed by the partition or hood d, causing a strong draft through the flues. At the same time the exhaust-fan G will draw a current of fresh air from the compartment D and will deliver it through the pipes I and i into the jets l and the grate-bars M of the fire-box. This will greatlyincrease the heat of the'fire and will insure an almost perfect combustion of the combustible gases andother fuel in the furnace. The gases drawn through the fines of the boiler by the fan G are also returned into the ash-pit K through the pipes I and *i, whence they pass up through the grate-bars M into the fire-box, where theyare again subjected to an intenseheat and are greatly purifled. When the supply of air and gases is more than it is desired to return to the firebox, the gatej in the pipe J may be opened, allowing the extra supply to pass into the chamber D and out at the smoke stack a.

The exhaust-steam from the cylinders is al- "a constant draft thr ugh the fines of the boiler and also to feedthefurnace with a supply both of hot combustible gasesandjof pu re fresh air, so that almost perfect combustion is secured.

In the drawings I have shown two exhaustfans G G to create the'two currents described; but it is evident that a single fan having separate connecting-tubes might be used, if so desired. I do not wish to limit myself to the exact arrangement of pipes herein shown, as such arrangement is not an essential feature of my invention.

That which I claim as new, and desire to secure by Letters Patent, is

1. The combination, with a furnace and a steam-boiler having front and rear compartments D D at its forward end divided from each other by a partition O,.of the two exhaust-fans G G, both located in the front compartment, one communicating with the boiler-fines for withdrawing the gases and the other communicating with the furnace-chamber for supplying fresh airthereto, and an exhaust-steam pipe E, rising into and communicating with the rear compartment between the partition and the boiler-fines and separated from communication with the fan, which withdraws the gases from the boilerflues, substantially as described.

2. The combination, with a furnace and a steam-boiler having front and rear compartments D D at its forward end divided from each other by a partition 0, of the two exhaust-fans G G, both located in thefront compartment and one connected with the furnace for supplying fresh air thereto, an exhauststeam pipe rising in the rear compartment to deliver the exhaust-steam to the smoke-stack, and a partition extending through the rear compartment and closing the latter against communication with the discharge-mouth of the exhaust-steam pipe, while permitting the flow of gases from the boiler-fines to one of the fans, substantially as described.

3. In a locomotive-engine, the combination, with a furnace and a steam-boiler having a compartment at its forwardend, of a pair of exhaust-fans G G, located in the compartment,a pair of fan-shafts geared together, an engine H, operating one of the fan-shafts, and fiues which place the fansin communication, respectively, with the boiler-flues and the furnace, substantially as described.

4. In a locomotive-engine, the combination, with a furnace and boiler having a compartment at its forward end and an exhaust-fan .in said compartment adapted to be operated to create a draft from the furnace through the fiues of the boiler, ofa partition or hood g1, connecting the flues and the exhaust-fan, and exhaust-tube E, extending through and terminating above said hood,substantially as and for the purpose specified.

5. In a locomotive-engine, the combination, with a furnace and boiler having a compartment at its forward end and an exhaust-fan in said compartment adapted to be operated to create a draft from the furnace through the fines of the boiler, of a partition or hood d, connecting the flues and the exhaust-fan, exhaust-tube E, extending through and terminating above said hood,an openingin said hood,and a gate for closing said opening, said gate being adapted to be operated from the outside of the locomotive, substantially as and for the purpose specified.

6. In a'locomotive-engine, the combination, with a furnace and boiler having compartments D D at its forward end and an exhaustfan in said compartment D, of a hood cZ,connecting the flues of the boiler with the exhaust-fan, and mechanism for operating the fan to create a draft from the furnace through the flues of the boiler, substantially as described.

7. In a locomotive-engine, the combination, with a furnace and boiler having compart ments D D at its forward end, exhaust-pipe E in the compartment D, and an exhaustfan in compartment D, of a hood (1, adapt-ed to cut off communication between the lines of the boiler and the exhaust-pipe and connecting the flues with the exhaustfan, and mechanism for operating the exhaustfan to create a draft from the furnace through the flues of the boiler, substantially as described.

8. In a locomotive-engine, the combination, with a furnace and boiler having compartmentsD Dat its forward end and a hood (1, connecting the fiues of the boiler with an exhaust-fan located in said compartment D, of exhaust-fans located in said compartment D, one of said fans being connected with said hood and the other being adapted to draw a supply of fresh air from the outside of the locomotive, mechanism for operating said fans, and pipes connected with said fans for conducting the gases from the boiler and the air back to the fire-box, substantially as described.

9. In a locomotive-engine, the combination, with a furnace and boiler having compartments D D at its forward end and hood d, connecting said fines with an exhaust-fan located in the compartment D, of exhaust-fans G G, located in said compartment D, said fan G being adapted to create a draft from the furnace through the fiues of the boiler and the exhaust-fan G being adapted to draw a supply of fresh air from the outside of the locomotive, mechanism for operating the exhaustfans, pipes adapted to conduct the gases from the boiler and the air back to the furnace, pipe J, connecting the exhaust fan G with the compartment D, and gate j for closing said pipe J, said gate being adapted to be operated from the exterior of the locomotive, substantially as specified.

10. In a locomotive, the combination, with a furnace and boiler having a compartment atits forward end, exhaust-fans located in said compartment, and mechanism for operating said fans tocreate a draft from the furnace through the fines of the boiler and to draw a supply of fresh air from the outside of the locomotive, of pipes I I, connected with said exhaust -fans, for conducting the gases from the boiler and the air back to the furnace, the furnace having tubular grate-bars M, pro- IIO vided with orifices m, and pipes 70', connecting the interior of said grate-bars with each other, said pipe I having a downward extension 1', adapted to deliver its contents b'eneath the grate-bars of the furnace, and said pipe I having jets Z, adapted to inject the ill r into the fire-box above the grate-bars and having a downward extension 2", adapted to deliver air into the grate-bars, substantially as and for the purpose specified.

ALEXANDER R. CAVNER. Witnesses:

J OHN L. JACKSON, NELLIE MCKIBBEN.

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