USRE15765E - Spaek aeeestee foe locomotives - Google Patents

Description

Feb. 12, 1924.

Original Filed 26 1 920 2 Sheets-Sheet l w m MW \xfi M M C w 5% Q 0 \O 0 HM N \w w NM & Wk Q. J. v V 1 w Q I a m m w N Feb. 12, 1924;

g:. s. CHALFANT SPARK ARRESTER FOR Lqcouo'rzvss Original. Filed Nov. 26 I. "1920 2 sheets shut ,2

. and for returnin showing .plied t line 4- -4 of Fig. 3 "of the locomotive i of the fuel fed into a furnace ll engine is ejected through the smoke stack PATENT-OFFICE.

co'r'rnn s cnanraiwr,

OF CHICAGO, ILLINOIS.

SPARK ARBES'IER FOB LOCOMOTIVES.

Origin Io. 1,408,075, dated February 28, 1922, Serial No. 426,643, filed November 26, 1920. Application for reissue filed March 9, 1923. Serial 110. 624,025.

To all whom it may concern:

Be it known that I, Curran S. CHALFANT, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented a new and useful mprovement in Spark Arresters for Locomgtives, of which the following isa full, clear, and exact description.

invention relates to improvements in arresters for locomotives, and it consists in the combination, constructions and arren ents herein described and claimed. An 0 ject of my invention is to provide a {device for separating the sparks, cinders, andother unconsumed substances from the gases of combustion in a locomotive engine the same to the furnace of the engine or further consumption, whereby the efliciency of the engine is increased and loss. resulting from the i itin'g of adjacent property by sparks rom the engine is obviated. A further object of my invention is to provide a device of j the type described, that can be operativelyv applied to a locomotive engine of conventional construction without interfering in J anyway with the functioning of the rela-- tively moving parts ordinarily provided therein. A further object of my invention is to provide a device of thetype described that is relatively simple in construction and operation, thoroughly effective for the purose intended, and practical commercially.

ther objects and advantages will appear in the following specification, and the novel features of the invention will be particularly pointed out in the a pended clalms.

My invention is i ustrated in the accompan 'ng drawin forming a part of this ap ication inw ich Fig. 1 is a side elevat1on showing the preferred form of the device operativelgeapplied to a locomotive engine portions ing broken away and other ;3is a side elevation, partly in section, of a fragmentary portion of alocomotive engine,

a modified form of the device apereto; and Fi 4 is a sectional view engine, showing the modified form-of the device operatively applied.

It is well known that a large ercentage ocomotive portions shown in section; Fig. 2 is a front view of the mechanism shown in Fig. 1; Fig.

without being entirely consumed and that therefore a distinct gain in efliciency of the engine will be attained by providing means for separating the unconsumed portions of the fuel from the gases of combustion and for returning such unconsumed portions to the furnace of the engine. In addition the loss resulting from fires occasioned by the igniting of adjacent property by sparks ejected through the smoke stack of an engine is comparatively great. Such a loss will be obviated when adequate means for preventing ejection of sparks through the smoke stack are provided.

Devices of which I am aware for obtaining the results set forth above, while no doubt theoretically operative, have been found unsatisfactory in actual service in that such devices involve complicated structures,

or interfere with the ordinary functioning of operating arts of the engine. When my device is app led to a locomotive engine, the results sought are obtained without interfering in any way with the functioning of the parts of the engine and without the necessity of providing a complicated or costly structure, and without expensive changes being required in the ordinar structure of the lOCOIIiKZiEiVG engine to which the devices are ap 1e n carrying out my invention I may make use of a locomotive engine of the type intended for lpassenger service, such as 1s indicated genera y at 1 in Fig. 1 of the drawings. The engine is provided with the usual shell 2 having fitted therein a head 4 to divide the interior thereof into a water chamber 3 and a flue outlet chamber 5. The gases of combustion from a fire box 24', that is positioned in the rear part ofthe engine, pass through tubes6 that are disposed in the water chamber 3 and open throu h the head 4 into the outlet chamber 5. bafiie late 7 positioned within the outlet cham er 5 deflects the gases of combustion, passing from the tubes. 6, downwardly in the outlet chamber 5.

.The shell 2 is formed with its front end open, as at 8 and is alsoprovided with. a smoke stack 9.

,9 plate is fitted in front of the outlet chamber 5 substantially parallel with the A head 4 and to the rear of the smoke stack 9 as clearly shown in the drawings.

The plate 10 is rovided with a central opening 11 norma 1y closed by a cover plate 12 secured stack 9.

thereto in any suitable manner as by means of bolts 13. The gases of combustion deflected downwardly by the bafile plate 7 pass through an opening 14 into a passage 15 between the exterior wall of the shell 2 and a saddle or cylinder block 16. From the passage 15 the gases" are conducted through an opening 22 into the chamber 23- in the front end of the engine shell 2. A continuous spiral channel 17 within the chamber 23 is provided by securing inwardly extending spirally directed fins 18 to the inner'wall of the shell 2-in; any suitable manner asby welding the outer edges of the fins to the shell. One end'of the channel 17 communicates with the opening 22 while the other end thereof communicates with a tubular member20 at a point adjacent the throat of the smoke The tubular member 20 passes through the shell 2' at 19- as best seen in F i re 2 andextends to the fire b05124.

rom the foregoing description ofthe various parts of the device, the o' er'at'ion the gases along the passage 15 an thereof may be readily understood. I of combustion passing through the tubes 6 entrain cinders, sparks and partlyconsumed fuel substances. Such substances ass with into the spiral channel 17. The exhaust pipe 21 from the power cylinders of the engine opens into thechannel 17 at this point and forces the entrain the light gases of combustion from' i the channel 17, conducting the same through gases of combustion and the unconsumed substances along the spiral channel 17 at a high velocity and under the influence of centrlfugalforce. Air will be drawn from the atmosphere through the opening S' and' will the smoke stack 9 to the atmosphere; The cinders, sparks and other unconsumed particles will remain in the channel 17 on account of their relatively great weight and will pass therefrom into the tubular member 20 and thence to the furnace of the'engine.

It will thus be seen that the operation described will be repeated until all the solid substances fed into the furnaceare reduced toa gaseous state;

Referring now to Figs. 3 and4, I show a modified form of the device applied to an enfieight service. In the drawings 30 denotes the'shellwhich: has fitted therein a head 31 to provides. water chamber 32' and an outlet chamber 33. The gasesiof combustion pass through tubes 40, disposed in the water chamber 32, that open through the head 31 3 are into the outlet chamber 33 and are drawn into a conduit 35 havingja bellgen'd 36 positione'd aboveand facing an exhaust pipe '34 fro'fn'the power' cylinders; Thegc onduit 35 aliases th 'duflet chamber- 33;"para11e1" with e gases ne' of the type designedflprimarily for irau directed asshown' and passe into and" other substances not entirely consumed in the furnace pass from the tubes 40 and, on account of the suction thereon created by the exhausting of steam from the power cylinders in the tube 35, are drawn into the latter and pass along the channel38. It will" be noted that the convolution of the spiral channel adjacent the frontend of; the engine has a portion of its length positioned in' the shell 30 at the rear of the smoke stack 41 whilethe remaining portion thereof is positioned in the shell 30 at the opposite side of the smoke stack. Consequently the light gases of combustion will pass through the smoke stack while the heavier cinders, sparks, and other substances will remain" within thechannel; 38 and will pass'therefrom into the tubular member 39 and thence be returned to the furnaceof the engine.

When the engine is operating normally the effect of the escaping exhaust steam will be to reduce the gas vpressurein the chamber 33 below the atmospheric pressure and atthe same time the effect will be to raise the pressure in chamber 24 above the atmospheric pressure. Hence the gases of combustion will pass freely into chamber 33, and'the cinders will be forced by the gas pressure through the cinder outlet into the member 39.

The device is thoroughly effective for the purpose intended and can be installed-in any englne of standard construction at slight cost and without interfering in any way with the normal operation thereof. And it is obvious that a great saving in fuel will result greatly increased. v

I claim as my'invention:

and that the efliciencyf of the engine will. be

"1. The: combination with a flue outletchamber'and a smoke outlet/chamber atthe front end of a locomotive engine,'said smoke end thereofpositioned directly above the in let for the pressure-fluid and with the other end thereof positioned directly beneath and 7 adjacent to the stack'o'rifice, means for con- '(llitifilfig the arses of mbassies; mm the fire-tubes with 'the entrained unconsuiried solid substances into position to enter the conduit at its first named end, and a, declined conduit communicating with the spiral conduit at its last named end and leading to the fire box of the engine for conducting the unconsumed solid substances to the latter.

2. In an engine havin fire tubes, the combination of an outlet 0 amber at the front end of the en ine, said fire tubes opening into said cham er, said chamber having an inlet for pressure fluid, a second chamber having a smoke stack connected therewith, a conduit having one end open and positioned in said outlet chamber facing said inlet, saidconduit passing spirall from said end part way around said cham er and into said second chamber, and means arranged to receive and dispose of cinders, said means projecting into said second chamber and bemg 0 eratively associated with the portion of said spiral conduit which is nearer the stack.

3. In an engine having fire tubes, the combination of an outlet chamber near the front end of the engine, said fire tubes opening into said chamber, said chamber having an inlet for pressure fluid, a second chamber having a smoke stack, a conduit having one end open and positioned in said outlet chamber, and extending spirally from said end around the wall of said chamber and into said second chamber, a passa eway arranged to receive and dispose 0% cinders, said passageway opening into said second chamber, and means operatively connecting said assageway with said conduit.

4. .n an engine a fire tube, a flue outlet chamber and a smoke outlet chamber positioned adjacent thereto and in the forward end of said engine, a substantially airtight partition separating said two chambers, a steam exhaust pipe opening into said flue chamber, a conduit havin one end open and positioned in said smoie chamber, said conduit passing adjacent the wall of said flue chamber through said partition and opening into said smoke chamber, a smoke stack opening into said smoke chamber, an outlet for cinders opening into said smoke chamber, and means in said smoke chamber extending around the wall thereof and connecting the end of said conduit therein with said cinder outlet.

5. In an engine, a combination of a. flue outlet chamber, and a smoke outlet chamber, a steam exhaust pipe opening into said flue chamber, and a smoke stack opening into said smoke chamber, a conduit openin into said flue chamber and passing into said smoke chamber, a cinder receiving device opening into said smoke chamber, and a channel passing around the inner surface of the wall of said smoke chamber, said channel being operatively connected with said conduit and with said cinder device and being adapted to convey cinders from said conduit to said device.

6. In an engine, a smoke chamber, means for passing steam exhaust from the engine into saidchamber, a smoke stack connected with said chamber, a channel being operatively connected with said exhaust means and passing spirally around the inner surface of the wall of said chamber towards said smoke stack, and a cinder outlet opening into said chamber and being operatively connected with said channel.

7. In an engine, a smoke chamber, means for passing steam exhaust from the engine into said chamber, a smoke stack connected with said chamber, a channel being operatively connected with said exhaust means and passing spirally around the inner surface of the wall of said chamber towards said smoke stack, and a cinder outlet opening into said chamber and being operatively connected with said channel, and a conduit positioned outside of said chamber and be ing connected with said cinder outlet.

8. In an engine, a smoke chamber, means for passing steam exhaust from the engine into said chamber, a smoke stack connected with said chamber, a channel being operatively connected with said exhaust means and passing spirally around the inner surface of the wall of said chamber towards said smoke stack, and a cinder outlet opening into said chamber and being operatively connected with said channel, and a conduit positioned outside of said chamber and being connected with said cinder outlet, said engine having a fire place and said conduit bilain operatively connected with said fire p a In testimony whereof, I hereunto set my hand.

COTTER S. CHALFANT.

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