US1749487A - Smoke box and stack - Google Patents

Description

March 930. w. F. KIESEL JR 1,749,487

SMOKE BOX AND STACK Filed July 8, 1927 A 2 Sheets-Sheet 1 March 4, 1930. w. F. KIESEL. JR

SMOKE BOX AND STACK Filed July 8, "1927 2 Sheets-Sheet Patented Mar. 4, 1930 WILLIAM F. IKIESEL, JIL, 6F ALTOON A, PENNSYLVANIA SMOKE BOX AND STACK Application filed July 8, 1927. SerialNo. 204,303.

This invention 'relatesto a locomotive smoke box and stack arrangement, and particularly to the arrangement of the stack screen and its relatibn to the stack and exhaust nozzle: a

It is a general object of the present invention' to provide a novel and improved smoke box, stack and a purtenances.

v The various jects and novel features of the invention may. be briefly enumerated as .follows: Q

1. The extension of the length of the smoke stack of a locomotive downwardly by depressing the cylinder'saddle.

2. The arrangement of the exhaust nozzle at a minimum distance above the tracks.

3. The elimination of the exhaust pot and the performance of its function by the exhaust passage in the cylinder saddle.

4. The use of a cylindrical cinder netting which is removable through the stack. 7 a

5. The provision 'of'means whereby the netting may be reversed when partially worn to thus extend its life.

6. The arrangement of a sectional petticoat surroundingithe netting and retaining the same in position.

der saddle for the reception of the exhaust nozzle and to allow the ends of the petticoat I and netting to come nozzle outlet. q v

8. The arra gement of the loweredge of i the petticoat ,elative to the cavity around i 5 the exhaust nozzle so as to impart highvelocity to the. flue gases to thus break up large cin-- ders against the netting and provide a selfcleaningsmokebox. l

Other and further 'objects and features of 40 the invention willbe more apparent to those skilled in the art upon a consideration of the accompanying drawings and following specification, wherein is disclosed a single exemplary embodiment of the invention, it being understood, however, that various changes may be made therein such as fall within the scope of the appended claims without departing from the spirit of the invention.-

In said drawings: i Figure 1 is a longitudinal vertical central 7. The provision of a cavity in the cylin-r below the plane of the.

section through the smoke box of a locomotive, showing the stack and exhaust nozzle arrangement Figure 2 is a transverse vertical section through the stack and smoke box, looking toward the front of the locomotive; and

Figure 3 is an enlarged vertical section taken on line 33 of Fig. 1.

and faster trains has resulted in an increase The present demand for larger, heavier in the size of locomotives, and with this increase has come the problem of providing adequate draft facilities for the increased fuel consumption necessary. The stack should be larger in diameter to give egress to the gas volumes at a reasonable velocity; and the length should be greater to avoid loss of draft from the pulsating exhaust steam jet. Road clearances prescribe the limit of height of the top of the stack, and hence the only direction available for its extension is downward. The present invention, therefore, includes a means for lengthening the stack in a downward direction, which requires a re-organization of certain of the parts 'included within the smoke box. At the same time beneficial results along other lines are attained by this re-organization.

' Referring to the drawings, there is disclosed at 10 the smoke box of a locomotive arranged at the forward end of the boiler barrel 11 and separated therefrom by the forward flue sheet 12. Flue gases and smoke are received into the smoke box from the flues 13. The forward end of the smoke box may be closed inany desired manner, for instance, by a front member, not shown, adapted to be received within'the forward end of the shell 10. A large opening 14 is cut in the lower portion of the cylindrical smoke box shell 10 in order that the interior of the smoke box may be placed in communication with the cavity 15 .formed in the upper surface of the cylinder saddle casting indicated. in general by the reference character 16. The walls 17 of this cavity form the bottom closure for the smoke box. The seat 18, forming a portion of the saddle, is rigidly secured to and supports the smoke box and the forward end of the boiler barrel. It will thus be seen that the smoke box. comprises a completely enclosed chamber or compartment the only gas inlet to which is through the flues and the only egress through the stack, generally indicated by the 5 reference character 19.

This stack is formed of a plurality of sections, the main or outer section being secured to the top of the smoke box in an airtight manner by the flange 21. The second member of the stack is the inner extension 22, preferably circular in cross section and slightly converging toward the lower end WhlClllS arranged substantially at the center of the smoke box shell 10. The upper end of the inner extension 22 fits against the shoulder 23 in the outer stack portion, and is tightly pressed against this shoulder by means of the supporting clamps 24, which are carried by the smoke box shell, as clearly 20 shown in Figs. 1 and 2. By means of the bolts 25 the inner extension can be tightly clamped in position or removed, as desired. At the lower end of the inner extension 22 is the blower ring casting 26 having the 5 upper flange 27 secured to the bottom of the extension 22' in any suitable manner. The blower ring is constructed substantially in' accordance with the disclosure in the patent to Vogt, No. 1,285,484, locomotive blower,

' November 19, 1918, and comprises the hollow ring-like chamber 28 which can be provided with steam through the inlet 29 connected by a suitable valve controlled pipe, not shown,

to the boiler. Steam may leave the chamber 28 through the perforations 30'for the purpose of inducing a draft in the stack when the locomotive is at rest.

To prevent large cinders from issuing from the stack and causing a fire hazard, a netting 31 is interposed between the lower end ofthe extension 22 and the bottom wall of the cavity 15 in order that all flue gases and smoke must pass therethrough before issuing from the stack. This netting is preferably cylindrical in form and may be either perforated metal or woven meshing. Its lower end abuts the bottom wall of the cavity 15 and surrounds the conical protuberance 32 therein to retain itself in a central position. The upper end of the netting is received within the flange ring 33 on the blower ring, where it has a tight fit to prevent the escape of cinders. The internal diameter of the blower ring and the two upper portions of the stack is such that the netting can readily be withdrawn through the stack.

The stack is extended down around the netting by means of the sectional petticoat 34: which extends from the blower ring well down within the cavity 15. It is spaced from the netting at the top by the flange ring 33 and owing to its flaring or conical shape, is widely spaced from the netting at the bottom, as shown in Figs. 1 and 2.

65 The petticoat is made in sections, preferews"? ably three, in order that it may be readily applied and removed when it is desired to inspect or replace the exhaust nozzle. The three parts are of substantially 120 degrees extent each, and the two rear parts are hinged together by any suitable means, as shown at 35, while these rear parts are socured to the front section by means of suitable fastenings, such as 36, which may comprise bolts on one part passing through eyes on the other and receiving tapering pins to retain them in position. The form of fastening is immaterial. The upper ends of the three sections of the petticoat encompass the flaring skirt 3'? of the blower ring which supports the flange ring 33, and the petticoat is thus held rigidly in position when the parts.

are clamped together. To insure against the petticoat falling off from the ring, each section is provided with a lug 38 secured thereto, as by rivets, and having an inturned end 39 adapted to pass through a slot 40 in the portion 37. This inturned end performs a second function, i. e. it overlies the upper edge of the netting 31 and prevents the same from being blown up through the stack by the force of the exhaust steam.

A portion of the petticoat extends below the lowest flues immediately adjacent them. In the preferred form the bottom edge of the petticoat is out ofl at an angle, being lower toward the flue sheet than at any other place. This insures better distribution of outflowing gases around the circumference of the netting and against the direct impingement of cindersand hot flue gases against the netting so that the same is not rapidly abraded and burned out. The lower edge of the petticoat is so positioned in relation to the walls of the cavity 15, as shown in Figs. 1 and 2, that the flue gases passing beneath the edge of the petticoat are imparted a high velocity and the entrained cinders directed against the netting with such force, at an angle less than 90 degrees to the surface of the netting, as to break up all of the larger cinders into particles suitable for passage through the openings in the netting, and the smoke box is thus made self-cleaning.

The netting receives substantially all of its wear near the lower end where the hot gases and cinders first impinge upon it. The upper end has but little function in preventing the egress of large cinders. Therefore, when the lower end Wears so that the holes therein are too large for their desired purpose, the netting can be turned end for end, after being removed through the stack, and can be reinserted. The life of the netting is thus practically doubled.

In the conventional form of locomotive the bottom of the smoke boxis formed by the shell thereof which rests on top of the cylinder saddle. In the present instance the walls the bottom of the smokebox. Thus the stack can be extended downwardlya much greater distance than in the conventional tion.

In order to provide a suitable draft, the exhaust nozzle 41 is provided for introducing the exhaust steam from the cylinders into the stack in such a jet or series of jets as to entrain the maximum amount of flue gases and at the same time to ofi'er as little back pressure as possible to the exhaust steam, thus increasing the power obtainable from the cylinders. The type of exhaust nozzle preferred in this construction is that disclosed in my copending application Serial No. 184,757, for exhaust nozzle filed April 18, 1927.

It has heretofore been customary to mount the exhaust nozzle at the upper end of an exconstruchaust pot or pipe which was mounted upon the upper surface of the cylinder saddle and projected well within the smoke box. 'The netting was of various designs from flat perforated plates to frusto-conical form with the smaller end tightly surrounding the nozzle.

In the present instance, the exhaust pot is entirely eliminated, the nozzle 41 being secured directly on the cylinder saddle casting within the cavity 15 therein and thus being placed at a minimum distance above the track to enable an increase in the length of the stack to be made, as heretofore mentioned.

The netting does not closely fit the nozzle and extends almost one-quarter of its length below the outlet of the nozzle By being thus cylindrical and of larger diameter and greater length than heretofore, an increased area of netting is exposed to the flue gases, and thus theyare retarded less, owing to the greater aggregate area of passageways through the netting.

The draft through the fire is improved in three ways: First, by an increase/in the total length of the stack by lowering the bottom end thereof into the saddle; second, by increasing the passage area through the netting by increasing the netting area; and third, by the use of an exhaust nozzle at a minimum distance above the track and having the desirable qualities ofthat disclosed in my above mentioned copending application.

The purpose of the exhaust pot was par; tially to converge the exhaust steam into the exhaust nozzle. In the present construction the exhaust stea'm from the rear ends of the cylinders is conducted through converging passages 42, and that from the front ends of the cylinders through the passages 43. The passages from each cylinder meet as shown in Fig. 2, and between the passages from the cylinders on opposite'sides, is the bridge wall 44, serving to prevent serious pressure transfer from one passageway to another. All of the exhaust passages have an area gradually decreasing to a minimum directly under the 'in said petticoat and engaging said extension at the junction of the extension and petticoat.

2. In a locomotive, in combination, a smoke-box, an inner stack extension, a petticoat depending from said stack extension and a netting within said petticoat, said netting having its upper and lower ends of the same diameter and being removable through said stack extension.

3. In a locomotive, in combination, a smoke-box, an inner stack extension, a petticoat depending from said stack extension and a substantially cylindrical netting within said petticoat, said netting being reversible.

4. In a' locomotive, in combination, a-

cylinder saddle, a smoke-box, an inner stack extension mounted therein, a blower ring secured to the lower end of said extension, a petticoat depending from said ring, and a netting extending from said saddle to said ring.

5. In a locomotive, in combination, a cylinder saddle, a smoke-box, an inner stack extension depending from the top of said smoke-box, a blower ring at the lower end of said extension and a netting extending between said blower ring and said saddle.

6. In a locomotive, in combination, a cylinder saddle, a smoke-box, an inner stack extension depending from the top of said smoke-box, a blower ring at the lower end of said extension, a netting extending between i said blower ring and said saddle and an exhaust nozzle extending upwardly within said netting.

7. In a locomotive, in combination, a cylinder saddle, a smoke-box, an inner stack extension depending from the top of said smoke-box, a blower ring at the lower end of said extension and a substantially cylindrical netting extending between said blower ring and said saddle.

8. In a locomotive, in combination, a

cylinder saddle, a smokebox, an inner stack extension mounted therein, a netting extending from said saddle to said extension, a flaring petticoat depending from said extension and means securing said petticoat to said extension, said means retaining said netting in position.v

9. Ina locomotive, in combination, a cylinder saddle, a smoke-box, an inner stack extension mounted therein, a netting removable through said extension extending from within said smoke-box, a blower ring at thebottom of said extension, a cylindrical netting removable through said ring and stack sections, said netting extending from said saddle to aslight distance withln said ring, a petticoat formed of a plurality of longitudinal sections adapted to be secured together with their upper ends encompassing a portion of said ring, some .of said sections having a lug adapted to pass through a hole in. said ring, said lugs overlying said netting within the ring to retain the same in posi-' tion.

11. In a locomotive, in combination, a smoke box, a cylinder saddle closing the lower portion of said smoke-box, an exhaust nozzle havinga lobed outlet port, said nozzle being mounted directly on said saddle and exhaust passages in said saddle uniting to form a single passage merging from the j unction to the nozzle to the configuration of said nozzle outlet. 1

12. In a locomotive, in combination, a smoke-box, a cylinder saddle closing the lower portion of said smoke-box, a cavity in said saddle, a projection in said cavity, an exhaust nozzle secured directly to said projection in said cavity and an exhaust passage in said saddle gradually merging in said projection to the cross sectional configuration of said nozzle outlet, said passage replacing the usual exhaust pot.

13. In a locomotive, in combination, a smoke-box, a cylinder saddle closing the lowerdportion of said smoke box, a cavity in said sa dle, an exhaust nozzle secured directly to said saddle in said cavity, a stack on said smoke-box, an inner stack extension within said smoke-box, and a netting extending from the bottom of said cavity to the lower end of said extension. I

14. In a locomotive, in combination, a smoke-box, a cylinder saddle closing thelowor portion of said smoke-box, a cavity in said saddle, an exhaust nozzle secured directly to said saddle in said cavity, a stack on said smoke-box, an inner stack. extension within said smoke-box, and a netting extending from means:

tion of its length below the bevel of the nozzle outlet.

15. In a locomotive, in combination, a smoke-box, a cylinder saddle closing the lower portion of saidjsmoke-box, a cavity in said saddle, an exhaust nozzle secured directly to said saddle in said cavity, a stackon said smoke-box, an inner stack extension within said smoke-box'and a substantially cylindrical netting of a diameter to just pass through said stack and extension, said netting having its lower end resting in said cavity spaced away from said nozzle and having its upper end received in said extension.

16. In a locomotive, a smoke-box, a cylinder saddle, an exhaust nozzle directly at-- tached to the cylinder saddle in a depression therein to place the nozzle at a minimum distance from the tracks, and a stack extending from above the smoke-box to below the nozzle whereby its length is a maximum.

17. In a locomotive, in combination, a smoke-box, a cylinder saddle closing the lower portion of said smoke-box, an exhaust nozzle secured directly to said saddle near the bottom of a cavity therein, a stack on said smoke-box and a continuation of said stack Within said smoke-box, the lower end of said continuation extending below the outlet of said nozzle. I

18. In a locomotive, in combination, a smoke-box, a cylinder saddle closing the lower portion of said smoke-box, an exhaust nozzle secured directly to said saddle near the bottom of a cavity therein, a stack on said smoke-box and a continuation of said stack within said smoke-box, the lower end of said continuation extending below the outlet of said nozzle and below the bottom flues in the front flue sheet at its nearest point thereto.

19. In a locomotive, in combination, a smoke-box, a flue sheet, a cylinder saddle closing the lower portion of said smoke-box, an exhaust nozzle secured directly to said saddle near the bottom of a cavity therein, a stack on said smoke-box and a continuation of said stack within said smoke-box, the lower end of said continuation extending below the out let of said nozzle and deeper into said cavity on-the side adjacent said flue sheet.

20. In a locomotive, in combination, a smoke-box, a cylinder saddle, an exhaust nozzle directly attached to said saddle in an enlarged depression therein, a stack on said smoke-box, an inner stack extension within said smoke-box, a netting extending from adjacent the bottom of said cavity to said exten- 'sion, a flaring petticoat surrounding said netting, the lower end of said petticoat being so positioned in respect to the walls of said cavity that a high velocity is imparted to the.

flue gases to break up any large cinders against said netting.

21. In a locomotive, in c mbination, a cyl- 7 inder saddle, a smoke-box, an inner stack extension therein, a re-enforcing ring at the bottom of said extension, a petticoat supported from said ring and a netting extending be- 5 tween said ring and said saddle. v

In testimony whereof I hereunto aflix my signature. WILLIAM F. KIESEL, JR.

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