US530630A

US530630A - Atmospheric-pressure relief for chimney-stagks

Info

Publication number: US530630A
Authority: US
Publication date: 1894-12-11
Anticipated expiration: 1911-12-11

Description

(No Model.) 4 Sheets-Sheet 1.

B. P. TAYLOR. ATMOSPHERIC PRESSURE RELIEF FOR UHIMNEY STACKS.

Patented Dec. 11, 1894.

(No Model.) 4Sheets-Sheet 2.

B. F. TAYLOR. I

ATMOSPHERIC PRESSURE RELIEF FORUHIMNBY STAGKS.

N0. 530,630. PatentedDec. 11. 1894.

. \\I {U y, ELK? 6 TN: Nofims PETERS co.. FHOYO-LIYHOu wAsummfum DV 0.

(No Model.)

4 Sheets-Sheet 3. B. F. TAYLOR. ATMOSPHERIC PRESSURE RELIEF FOR GHIMNEY'STAGKS. No. 530,630.

Patented Dec. 11, 1894.

Jul/6722501.

Ben hmdn]? fay Jar,

as on, Pumaumo (No Model.) 4 Sheets-Sheet 4.

B. P. TAYLOR. ATMOSPHERIC PRESSURE RELIEF FOR CHIMNEY STAGKS.

No. 530,630. Patented'Deq. 11, 1894.

fliieJi:

$enjamdzzj7j zar THE nqnms PETERS 0a,. PHOYO-UTHQ, wAsnmaTrm, n. :4

UNITED STATES- PATENT OFFICE.

BENJAMIN F. TAYLOR, OF NEWARK, NEW JERSEY, ASSIGNOR TO THE TAYLOR IMPROVED DRAUGHT COMPANY, OF NEW JERSEY.

ATMOSPHERIC-PRESSURE RELIEF ,F'OR CHlMNEY-S TAGKS.

SPECIFICATION forming part of Letters Patent No. 530,630, dated December 11,1894. Application filed February 10, 1894. Serial No. 499,763- (No model.)

Newark, Essex county, New Jersey, have in-v vented certain new and useful Improvements in Atmospheric-Pressure Relief for Chimney- Stacks, fully described and represented in.

the following specification and the accompanying drawings, forming a part of the same.

This invention consists in a particular construction for chimney stacks whereby the atmospheric pressure within and above the stack is diminished, the gases are'propelled upward within the stack by a surrounding current of air, and in cases where the invention is applied to a locomotive, the adverse current of air which is induced across the top of the stack by its forward movement, is in a measure deflected upward, thereby facilitating the escape of the rising vapor and gases.

In applying the invention to an existing chimney, as upon a locomotive or fire engine, I prefer to use the original stack as an upward deflector, fixing a supplemental stack of greater height and diameter around the body of the original stack to form an annular chamber, into the lower part of whichthe currents of air are admitted. Such currents being deflected upwardly by the original stack are ultimately discharged around its top within the supplemental stack, and there operate upon the atmosphere to diminish its pressure, and also operate upon the rising vapor and gases to drive them upward.

The constructions claimed herein may be applied also to stationary chimneys.

To deflect upwardly, the horizontal current generated by the motion of a locomotive across the top of its stack, I form a chamber at the top of the supplemental stack, upon the front side and admit air to the lower part of the same, such air being deflected vertically by the vertical walls of the chamber, and thus deflecting the horizontal current upward in a considerable degree. Such change ofdirection in the horizontal current greatly relieves the contents of the stack from its pressure or resistance, and permits their escape at much higher velocity. Where it is undesirable to lengthen the original stack,

. pipe and the casing.

tate and thus direct the draft apertures forward or backward at pleasure.

f In the drawings, Figure l is a vertical section of a stack and fire box upon the center line of a locomotive boiler, the fire'tubes being omitted. Fig. 2 is a front elevation of the stack and the upper part of the boiler. Fig. 3 is a plan of the stack. Fig. 4 is a cross section on line a:,a:, in Fig. 1; and Fig. 5 is a diagram illustrating the operation of the in- .vention with currents of air illustrated by arrows. Fig. 6 is a side elevation partly in section, through one of the air inlets I and Fig. 7- is a plan of a locomotive stack with inlets in the saddle. Fig. 8 shows the device applied to a marine chimney. Fig. 9 is an elevation partly in section, of a stack with rotatable casing; and Fig. 10 is a plan of the same;

To distinguish between the original stack and supplemental stack, in cases where the origiual stack is used, I have termed the first a smoke pipe herein and have called the supplemental stack a casing.

I In the drawings, A designates the smoke box of a locomotiveboiler B, with the exhaust nozzle 0 projecting upward beneath the aperture of thesmoke'pipe D. The smoke pipe is shown secured to the upper side of the boiler in the usual manner by a cast iron saddle D having a flanged foot E, and the casing H is shown secured to the outer side of such saddle; the thickness of which determines the annular air space G between the smoke The casing is shown nearly twice as high as the smoke pipe, and provided upon its front side below the top of the same with three apertures I, having vanes attached to their edges and inclined upwardly and inwardly. The upper and lower vanes J project outside the casing, while the intermediate vane J extends also into contact with the smoke pipe, and is provided inside the space G with the extensions K forming inclined partitions. The air entering the inlets above the vane J is deflected upward by the front side of the smoke pipe, and is thus driven forcibly upward to the top of the stack. The air entering below the vane J is prevented from passing upward and is deflected by the partitions K toward the rear side of the smoke pipe, where it passes upwardly, thus forming in connection with the air entering at the upper inlet, an annular column of air driven upward within the easing. The motion of the locomotive forces the air into the inlets I, and drives the column upward from the top of the stack with great rapidity, and thus removes in great degree the atmospheric pressure within and above the top of the stack. The steam discharged from the exhaust nozzle is thus wholly relieved from the atmospheric pressure, and the back pressure upon the engine pistons is thus greatly diminished.

In Figs. 1 and 5, arrows at are shown directed toward the air inlets I, and arrows b are also shown in Fig. 5 to illustrate the horizontal current which is induced across the top of the stack by the rapid motion of the locomotive. Such horizontal current tends greatly to obstruct the discharge of the smoke and vapor from the stack; and to diminish the efiect of such current, 1 form a chamber L at and below the top of the casing, and admit the air at its lower end upon the outer side. The chamber is designed to direct a current of air upwardly upon the side of the stack at its top, and is therefore made entirely open at the top and extended downward from the top of the stack, substantially parallel with the same, far enough to give the entering current of air an upward direction. The chamber is preferably formed with tapering bottom by securing a curved partition M see Fig. 9) within the front of the casing above the top of the smoke pipe, and the air inlets N are formed upon the outer side of the same to admit a current of air. Such current is indicated in Figs. 1 and 5 by the arrows 0, and being deflected by the partition M is driven forcibly upward, as indicated by the arrow d in Fig. 1, around the front edge of the stack at the top. Such air current opposes the horizontal current indicated by the arrows b in Fig. 5, and deflects the same partially upward, as indicated by the arrows 6, thus permitting a much freer escape of the smoke and vapor (indicated by the arrows f) from the top of the stack. To intercept the horizontal current across the entire breadth of the stack, it is essential that the chamber should be formed all the way around the front half of the stack, as shown in Figs. 3 and 5. Unless the chamber be thus extended it does not intercept the horizontal current across the breadth of the stack and does not effect the object in view.

The chamber L may be formed upon the.

outer side of the casing or stack at the top, instead of upon the inner side and may be used with or without the other devices shown herein.

Vanes N are shown projected downwardly from the outer sides of the inlets N, and operate to deflect the air current upward before it enters the chamber L; thus avoiding an abrupt change of direction as the air enters the chamber.

By forming the curved partition M with tapering bottom, as shown in Fig. 1, it may be applied to the inner side of the stack without in any degree obstructing the air which rises within the annular space H. A lip 0 may, with advantage,be projected at the front of the chamber L to intercept the horizontal current b.

As the lantern B in front of a locomotive stack (Figs. 9 and 10) obstructs the access of air to the front of the stack,I form the inlets in two groups and locate them upon the front quarters of the stack; and at the outer ends of the vanes J, J, I attach upright cheek pieces J which project obliquely, and are thus adapted to catch the current of air which is sweeping past the stack and throw it into the openings I, as indicated by the arrows 3. Such cheek pieces serve materially to increase the current entering such inlets, and thus increase the upward movement of the air column in the space H. Similar cheek pieces may be attached to the outer ends of the vanes N, but as the inlets N may be located above the top of the lantern, the latter does not obstruct their draft, and they may therefore be disposed as shown in Fig. 2, upon the middle line of the stack. The cheek pieces are not so essential in such a location.

To adapt a locomotive stack for backward movement, I prefer to rotate the casing to face the inlets I and N in opposite directions; but it is obvious that a similar chamber L may be formed upon the rear side of the stack at the top and such chamber provided at the bottom with inlets to operate in the same manner when the locomotive is running backward; as the horizontal current induced by the motion is equally detrimental in whichever direction the engine is moving. High speed during such backward motion is not however common with the locomotives used on surface railways, and for such railways, the stack may be provided with two of the chambers L, instead of making the casingrotatable. In such case, it is not desirable to duplicate the openings I upon the rear side of the stack, as the air within the space H is intended to circulate around the entire periphery of the smoke pipe, and would therefore be liable to escape upon the side opposite to that at which it entered. In case the stack be provided with inlets upon opposite sides, a damper of any suitable construction may be arranged to close at pleasure the inlets upon either side of the stack. In other TY .the smoke pipe.

cases, the saddle E may, as shown in Figs. 6 and 7, be made of greater thickness than usual, and formed upon its front and rear edges with inlets I and 1 Such inlets would be curved upwardly, as shown in Fig. 6, and

the air thus deflected upward within the space G. With such inlets, a deflecting partition K may be fixed within the space H, and'its lower edge arranged in the middle of the space to divide the rising current of air and deflect a portion of it to the oppositeside of An annular current is thus formed around the entire smoke pipe as with the partition K shown in Fig. 1. Two of the partitions K are shown in Fig. 6, each extended part way across the space G; and the air is shown entering atthe rear inlets E and a portion of the air deflected by the nearer partition K, as indicated by the arrows j.

A rotatable stack is shown in Figs. 9 and 10, the casing being detached from the saddle E, and having an angle collar l affixed to its inner side near the base, to rest upon antifriction rolls Z which are attached to the outer side of the smoke pipeD, by studs m. Studs n are projected outward from the upper edge of the smoke pipe nearly to the inner side of the casing, to hold the same, as

it rotates, in a uniform relation to the smoke pipe. 1

A wire rope or cord q is wrapped around i the base of the casing, and the ends furnish a convenient means of rotating the casing one hundred and eighty degrees, to present" the inlets I and N at the front or rear side of the stack. Stops may be provided upon the saddle and the casing to limit the movement. By extending the wire ropes to the cab, the casing may be rotated by the engineer whenever the movement of the engine is reversed; and the full efiect of the draft devices mav thus be maintained. 7

An application of the casing, with the inlets I, to a marine boiler, is shown in Fig. 8; where a short casing G is shown applied to the upper end of the boiler stack D at a considerable distance above the deck P. In this figure, a portion of the casing is broken away at the right hand side to show the currentsentering the inlets, as indicated by thearrows t, and the vane J is shown with the partition K attached thereto, as in Fig. 1. The casing is closed at the bottom and is attached thereat to the smoke pipe, and extends downward around the top of the stack a sufficient distance to give the air, after it enters the inlets I, a short run upward, and thus secure a vertical movement of the air all around the chamber H, and the casing is projected above the top of the pipe B, as in Fig. 1, to confine the annular current for a suitable distance to the space above the smoke pipe; thus maintaining the operation of the annular current upon the smoke and gases without disturbance from the surrounding atmosphere.

From the above description it will be seen i that in all the constructions illustrated herein theupward current of air which is employed to promote the draft is deflected upward upon the outer side of the smoke pipe, and is not mingled with the contents of the pipe until they have escaped above the top of the same.

My invention involves the formation of an upward current at the side or periphery of the smoke pipe, which current drives the air upwardly at the mouth of the smoke pipe and thus relieves the rising smoke and gases from the atmospheric pressure. The artificial current thus created also operates, as itmingles with the rising gases, to drive them upward, and thus increase the draft of the chimney. By extending the casing above the top of the smoke pipe, the influence of the annular current upon the smoke and gases is continued fora short time after the gases escape from the smoke pipe, and such current therefore operates more effectively.

In my invention the smoke pipe is entirely open, that is, wholly uncovered at the top, and the casing or supplemental stack surrounding the same is likewise wholly uncovered at the top, as such construction permits the discharge of the smoke and air with the utmost freedom.

The inlets which admit air to the space H "(see Fig.9) may be located at any convenient point below the top of the pipe; but the air from such inlets is distributed better around the smoke pipe, and forms more perfectly a complete annular column, if the inlets are placed a considerable distance below the top of the pipe. I do not limit myself to the use of deflectors or vanes at the mouths of such inlets, as the invention does not depend upon the details of construction.

. From the above description it will be seen that the construction furnishes a very simple and effective means for directing a current of air upward upon the outside of the stack, whichoperates partly to displace the atmosphere above the top of the stack, and partly,

.by its mingling with the rising smoke and gases above the top of the smoke pipe, to propel them upward with an increased velocity. Upon a locomotive, where the stack'moves forward at high velocity, it is obvious that the casingmay perform two functions, by preserving the upward direction of the annular current at the sides of the smoke pipe, and by sustaining the chamber L above the top of the smoke pipe so as to throw a supplemental current upward, to intercept the hori zontal current above the stack. Such supplemental current, while it performs in some degree the same function as the annular current within the casing, performs an entirely different function in intercepting the horizon, tal current above the stack; and as it is wholly unprotected by the casing, it operates in a difierent manner, by the mere opposition of its own momentum to that of the horizon, tal current.

The construction described is exceedingly simple and inexpensive, and has been found,

in operation upon locomotives, to effect a very great improvement in the draft of the furnace, a great reduction in the consumption of fuel, and a material reduction in the back pressure upon the pistons; so that the locomotive could be operated at a higher speed and greater power, with less fuel.

Having thus set forth the nature of the invention, what I claim herein is 1. In a device for improving the draft in stacks, the combination,with the smoke pipe D, of the casing G uncovered at the top and extended above the top of the smoke pipe and having the bottom closed and attached to the smoke pipe, and provided in the side with the air inlets I having a series of vanes inclined upwardly and inwardly toward the smoke pipe, the casing forming an annular open topped chamber discharging an annular current of air upward around the top of the smoke pipe, substantially as herein set forth.

2. The combination, with the smoke pipe D, and the casing G extended above the top of the same, and provided with air inlets arranged above one another below the top of the smoke pipe, of means for deflecting air from the lower inlet to the rear side of the stack within the casing, as herein set forth.

3. The combination, with the smoke pipe D and the casing G extended above the top of the same, and provided with air inlets I below the top of the smoke pipe, of the vanes J.J inclined inwardly and upwardly from such openings, and the intermediate vane J extended into contact with the smoke pipe and forming a partition around the front side of the same, as herein set forth.

4. A chimney stack provided at and below the top with a chamber formed around the front half of the stack and extended upward parallel to the side of the stack, such chamber having an air inlet upon its front side, and operating to direct an air current upwardly upon the side of the stack at its top, and thus deflect upwardly any horizontal current moving above the stack, substantially as herein set forth.

5. The combination, with the smoke pipe D, of the casing G extended above the top of the same and provided with air inlets I below the top of the smoke pipe, and having a chamber upon the front side at the top with an air inlet upon the outer side of the same, as and for the purpose set forth.

6. The combination, with the smoke pipe D, of the casing G extended above the top of the same, and provided inside near the top with a chamber having an air inlet upon its outer side, the whole operating to deflect upwardly the horizontal current above the stack, substantially as herein set forth.

7. The combination, with the smoke pipe D, and the casing G extended above the top of the same, and provided with air inlets I below the top of the smoke pipe, of the curved partition M forming a chamberinside the easing above the smoke pipe, with an air inlet upon the outer side of the same, the air inlets being provided with upwardly inclined vanes and the air from the top of the chamber operating to deflect upwardly the horizontal current above the stack, substantially as herein set forth.

8. In a device for improving the draft in locomotive stacks the combination, with the locomotive stack, of the smoke pipe D having the casing G arranged about the same and provided with air inlets I in two groups upon the front quarters of the casing, vanes for deflecting the air upwardly to the inlets, and the cheek pieces J 2 projected obliquely at the outer ends of the inlets to throw the passing current of air into the same, substantially as herein set forth.

9. In a locomotive stack designed for movement in opposite directions, the combination, with the smoke pipe, of a rotatable casing having air inlets, and means for turning the casing with the air inlets at the front or back of the stack at pleasure, substantially as set forth.

10. In a locomotive stack designed for movement in opposite directions, the combination, with the smoke pipe, of a rotatable casing having air inlets, and provided with guides to center it upon the smoke pipe, and with anti-friction rolls to sustain the weight, and means for turning the casing with the air inlets at the front or back of the stack at pleasure, as herein set forth.

11. In a locomotive stack designed for movement in opposite directions, the combination, with the locomotive boiler and the smoke pipe D, of the rotatable casing G extended above the same, and provided with the air inlets I upon its quarters, and with the chamber M at the top with inlets N as described, stops to regulate the movement of the casin g, and suitable means extended to the cab for rotating the casing at pleasure, as herein set forth.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

BENJAMIN F. TAYLOR.

Vitnesses:

THOMAS S. CRANE, L. LEE.