US854048A - Fuel-regulation system for steam-generators. - Google Patents

Description

PATENTED MAY 21,1907.

- H. LEMP.

FUEL REGULATING SYSTEM FORSVTEAM GENERATORS.

Inventor, Hermannlvem 1c,

APPLIOATION'PILED NOV. 13. 1903.

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All I L i THE NORRI! Pan-Rs cm, WASHINGTON, u. c.

- UNITED STATES PATENT OFFICE.

I-IERMANN LEMP, OF LYNN, MASSACHUSETTS, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

Specification of Letters Patent.

Patented May 21, 1907.

Application filed November 13, 1903. Serial No. 180,983.

To ctZZ whom if; TIMI/Z] concern:

Be it known that I, HERMANN LEMP, a citizen of the United States, residing at Lynn, county of Essex, State of Massachusetts, have invented certain new and useful Im' provements in Fuel-Regulation Systems for Steam-Generators, of which the following is a specification.

In automobile steam generating apparatus in which liquid fuel is used as the heating agent it is the usual practice to provide means whereby the steam generator and the fuel vaporizer of the burner may be maintained at a suitable temperature at times when the vehicle is standing and the system is temporarily using no power, in order to have the apparatus in immediate readiness for service. An auxiliary burner, commonly termed a pilot, is generally employed for this purpose, and the heat of its flame serves to maintain steam in the generator, and also to keep the fuel vaporizer sufficiently hot to effectually vaporize the fuel when the supply is opened, or in other words, the auxiliary burner is analogous in its function to the banking of the fire in ordinary boiler firing practice.

My invention relates to a system of fuel regulation embodying this two-burner idea, and for which the supply of fuel is regulated by the throttle that controls the delivery of steam to the engine. The throttle operates to open or close the main supply of fuel to the burner simultaneously as it opens or closes the supply of steam to the engine, and in direct continuity with the closing of the main supply the auxiliary supply of fuel is opened, or vice versa, so that the separate supplies thus hold a reciprocal relation to each other.

In some systems there is aperceptible tendency for the vapor pressure of the burner to persist a certain period after the power is shut down, and thus furnish more vapor than is demanded. Obviously at this time when the power system is idle the forced draft flue is not operating and the volume of air in the natural draft flue is not sufficient to support a complete and clean combustion of the fuel, and consequently as soon as the vehicle stops, the exhaust products of combustion emit obnoxious odors. This same state of affairs exists while operating at light load as when power, or in coasting down hill, where the quantity of steam is likewise practically negligible. With ordinary appliances however the pressure on the burner could not change rapidly enough to meet these conditions so that the quantity of fuel supplied to the burner remains for a time largely in excess of the requirements and as a result the exhaust products become sooty and odorous. It is apparent therefore that to provide a device for correcting these objections, which may be operated by the throttle and act therewith with equal promptness, is highly desirable and convenient. To provide such a device is the object of the present invention and to carry it into practice a single burner is employed, but the fuel is supplied thereto in different quantities so as to produce the main working flame or the pilot or auxiliary flame, whichever may be desired. These two dif ferent supplies of fuel,,for convenience, shall be distinguished hereinafter as the main fuel supply and the auxiliary supply. The two supplies of fuel are so regulated as to hold a reciprocal relation to each other and one can be thrown into service simultaneously and in direct continuity with the cutting of the 'other out of service, and the control of both is dependent upon the action of the throttle.

The main supply operates in uniformity with the throttle so as to open and close when the throttle opens and closes, thereby regulating the fuel so as to prevent the quantity from exceeding what the conditions of service demand.

The flow of fuel from the auxiliary reservoir does not follow immediately upon closing the main fuel supply, because of the difference in pressures on the burner and auxiliary supply reservoir. The pressure on the burner at the time the apparatus is shut down is considerably higher than that of the reservoir, and as a consequence of opening the auxiliary supply at the time the apparatus is shut down a quick relief is afforded for the pressure on the burner, and this sets up a momentary flow to the reservoir from the burner and the connected pipes, until the relative pressures are equalized, after which the auxiliary supply takes place under the initial pressure of the reservoir. This is an the vehicle is moving at low speed on a level important feature of the system as it permits road and demanding very little propelling l the burner pressure to be reduced simultaneously with the stopping ol. the forced draft, thereby preventing combustion. with a sooty flame every time the apparatus is shut down.

The supplies of fuel are delivered from separate reservoirs, one of which is at atmospheric and. the other under a higher air pressure. A force pump for the main supply of fuel is employed. and the auxiliary supply is maintained. by the initial air-pressure on the fuel .in .its reservoir.

In order to obtain the continuity with which the change is e'l'leoted from the main to the auxiliary supply of fuel, or vice versa, simultaneously with the elosing of the throttle, two methods may he employed: First, the throttle may he n'ieehanieally oonneeted with. a valve which functions in sueh a manner as to out oil the main fuel supply and at the same time open the auxiliary supply as the throttle closes or vise versa, in one and the same operation; this obviates the necessity of operating two sets of levers, namely the one controlling the delivery of steam to the engine, and the other the supply or fuel to the burner, thereby preventing contusion in manipulation as would likely he the with a multiplicity of operating lever; end, the live steam pipe on the engine side ol the throttle may he providr-id with a hraneh which communicates with a pressure controlled needle valve that is adapted to coin trol a bypass or connection from the pressure fuel reservoir. This needle valve is automatieally operated by being suhiected to the pressure of the steam when the throttle valve is open, and is therefore held in closed position at such. times, whereas when the steam pressure lowers by closure of the throttle, the needle valve opens automatieally to permit the auxiliary supply of heel from the pressure reservoir to take the place of the main supply for supporting the pilot .llame.

In the accompanying drawing, which illustrates one emhodinu-mt of my invention, Figure 1 represents diagrammatic. lly a steam power system employing a boiler with my improved fuel regulation; and Fig. 2 a modified term of regulator in which the auxiliary fuel supply is under he control of the steam pressure on the engine side of thethrottle.

Referring to the drawing, 1. represents a steam generator of any suitable type for producing superheate l. steam, which is inelosed in a easing 2 and heated by a burner 3 heneath the generator in eo-operative relation thereto. easing is provided with a nat- .r. 116 ural draft or up flue 4-. and a forced draft or down flue 5 by means of which the necessary volume o'l air for supporting comlnistion, either while the vel'iiele is stationary or in op eration, is produced.

The supply of liquid to the steam or other vapor generator is taken from a reservoir 6 and is supplied through a supply pipe 7 to the ge'i'ierator, a foot or hand pump 8 being stapes motors. One motor comprises a::. (((fili lie 10 and a yielding (U1 "e tion. hetweoi. the

same and the pump piston. The (()1'.(( tion, iii the present case, is a crossliead a. d connecting rod co;.zstructioii i1 .1, a Frame formed of side ror s 11 on. opposite sides ol' the pump and end pieces or hlllli'llltiits l i, and an. elastic memlier 12 between. the co. iieet'ig rod and the 'lrame. The connoclhg rod passes loosely through the adjacent (i'os:- piece and projects into the frame. The clastic memlzer 12 is mounted or. the project i:.g 0;..d ol the coiniecti...g rod, and co...sisis prol erahly oi annular I'Ulilitl' hull'ers ussemlilod 01?. the rod and spaced apart l;y metal wasle ers. The hull'ers arc (on'l'ined tetwce... :1 plate 12 on the 03 .d oil the coi.:.1.-c "l'i rod and the cross-piece oi the frame, which i'oi'm ai'iutineiits. The other cross-piece ii-1ri;. 'idl attached to the pump plurger so that a: y movement of the Frame is imparled io the plunger. The motor just descriiled is ray anle o'l actuati g the plunger only in o..e lirccrior. and unalxle to return. it, i reason oi the loose cojnnectio. llOiVvtll the co. (w.- ing rod 11. and the adjace .t cross-piece,thus co..-.stituti g a lostemotion co....;e -L'io".. ll ls the 'lu..'..ction ol the sccord motor to return the .)lu':;.ger after iieiig actuated Ly the .llrs. motor. The second motor comprises a1, e:-;-- lQGQSlOj'. spr'" or springs 12-3, 'lixed at one o; d and secured to the Frame at the oiher, so that they are placed u. dcr tc1sio1: l2 l he oporation oi the other motor.

The motors are so arranged that 'LlH discluirge stroke of the pump is perlormcd i the first motor aid the suction stroke l:y the second. The tension. of the elastic memlrrr is adjusted so that the pump may deliver Water to the generator at a prcdol'ermi.ed pressure, and when or any reason. the pressure on. the generator tcrds to i'icrwlsc, the elastic INQlHlIOI yields to a greater or less extent, thereby varying the stroke of l he pump to maintain the e lectivc supply ol" water ai constant or sulista tially constant pressure. By this arrangemegt the supply of liquid io the generator may vary automatically accordance with the pressure oi the walor side of the geiicrator, and it iilMl'O l UX'O varies directly with the dcmaiid tor cam. The erator supplies steam to 21 c gi e Lttluougli a live steam pipe 15 which is u. der co lrol ol' a throttle or regulator valve it The ex. haust side of the e?" tie is coiiiii vied a pipe 17 to the rohea. chamber 151 locaied at the top of the lioiler using 2, and ilicrei the exhaust steam is supe'rlieated lie'l'orc (lischarging into the down. l'lue 5 to (-rcaio a forced dra'lt.

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' burner.

In Fig. 1 two reservoirs for fuel are employed, one being the source from which the main supply to the burner is drawn and the other being the source from which the auxiliary supply is taken. The main supply of fuel is delivered to the burner 3 by a fuel pump 19, from a source of fuel under atmosphere pressure in a reservoir 20. Ihis pump is situated in a supply pipe 21 between the reservoir and burner and is also of the va riable stroke type whereby its effective supply may be automatically varied according to the pressure on the burner. The plunger of the pump 19 is provided with a finger 22 which loosely engages with a corresponding finger 23 on the plate 12 of the connecting rod of the motor of the liquid pump, so that the fuel pump may be operated on its suction stroke by the said rod, and a spring 24 connected to the pump plunger at one end and fixed at the other to the pump cylinder, serves to perform the discharge stroke. With this arrangement the pump tends to deliver fuel to the burner at a certain pressure and if the pressure on the burner tends to increase the fingers 22 and 23 will disconnect and the spring 24 will yield and vary the stroke of the pump to such an extent that the quantity of fuel delivered thereby will be sufficient to enable the pressure to be maintained substantially constant on the For the purpose of supplying the burner while the steam generator is idle a pressure reservoir or accumulator 25 is suitably provided and the fuel therein is placed under air pressure by means of a hand pump 26, shown in dotted lines, and the pressure most suitable for this purpose is about ten pounds per square inch. This reservoir is preferably supplied or filled from the reservoir 20 through a connecting pipe controlled by a stop cock 27. A drip or level pipe 28 is provided in the pressure reservoir and extends at its upper end adjacent to the top of the reservoir so as to determine the height of the fuel to afford space for the desired head of air. This reservoir 25 is connected with the fuel supply pipe 21 by means of a branch 29, and at the point of juncture thereof with the supply pipe a three-way valve 30, forming a fuel controller or regulator, is provided for controlling communication between the burner and the separate reservoirs. This is preferably arranged in close proximity to the throttle valve and they are both mechanically connected by an arrangement of levers 31, so that by operating the throttle the three-way valve 30 will be operated at the same time. The valve 30 is operatively con nected with the throttle in such a manner that by simultaneously closing the latter the main supply of fuel from the pump will be cut off and communication be opened between the pressure reservoir 25 and the burner for establishing the auxiliary supply.

The pressure in the reservoir 25 is just sufficient to supply enough oil to the burner to support a pilot flame, without smoke or odor, for effectually maintaining the steam in the generator in a state of vaporization.

When the throttle is closed the exhaust from the engine is stopped and consequently the forced draft ceases to operate. At this time the pressure on the burner is substantially at normal working pressure and this should be immediately reduced so that the natural draft can support a perfect combustion, otherwise the fuel would burn with considerable smoke and odor. As the opening of-the auxiliary supply is simultaneous with the cessation of the forced draft, the existing pressure on the burner may be relieved to the auxiliary reservoir, in accordance with the relative difference of pressure. Then the pressures are equalized the fuel for the pilot flame will be received from the auxiliary reservoir. This relief of pressure from the burner in case of repeated stops at short intervals, as in city service, might tend to raise the initial pressure in the reservoir above that desired. When this condition occurs a portion of the contents of the reservoir may be drawn off, as by opening the valve in the gravity feed connection between the main and auxiliary reservoir thereby causing fuel to escape due to the pressure of the latter reservoir being higher than that in the former.

This arrangement of a single controller for the delivery of steam to the engine and the supply of fuel to the burner relieves care from the mind of the operator by not having to attend to these controlling devices separately, and it also provides a uniformity of regulation. It will be observed, further, that by closing or opening the throttle the main supply of fuel is affected correspondingly, so that the fuel supply varies directly as the demand for the steam varies and thus affords more economy in operation.

According to the modified form of regulator for the fuel, Fig. 2, the changing from the main supply to the auxiliary supply, or vice versa, while not being mechanically controlled by the throttle, is, nevertheless, dependent upon the operation of the throttle. In other words, the pressure of the engine side of the throttle is utilized to control the auxiliary feed from the pressure reservoir or accumulator 25. In operation, as the main supply and the auxiliary supply hold a reciprocal relation, and as the main supply is open while the throttle is open, it follows that when the throttle is closed the auxiliary supply of fuel will be opened and the main supply will be closed. In Fig. 2, as in Fig. 1, separate fuel reservoirs are employed, namely, a reservoir 38 at atmospheric pressure for the main supply of fuel, and a pressure reservoir 39 which is placed under any suitable initial sure fuel to the burner and to admit fuel under low pressure to the burner as the delivery of motive fluid to the engine is interrupted.

10. In combination, a burner, a main fuel supply pipe connected to the burner, an auxiliary supply pipe for supplying fuel to the burner at a definite pressure, means for opening either supply pipe and closing the other, a pump in the main supply pipe for delivering fuel at a relatively higher pressure, and an automatic variable stroke mechanism for the pump.

11. In combination, a burner, a main fuel supply pipe and an auxiliary fuel supply pipe connected to the burner, a pump in the main supply pipe, actuating means for the pump provided with devices for automatically maintaining the main supply of fuel at constant pressure, and means for closing the main fuel supply pipe and simultaneously opening the auxiliary fuel supply pipe or vice versa.

12. In combination, a burner, a main fuel supply tank, an auxiliary fuel supply tank under air pressure, connections between the tanks and burner, a valved connection between the tanks, a pump for supplying fuel to the burner from the main tank, an automatic regulator for the pump which tends to maintain the main fuel supply at constant pressure, and means for simultaneously interrupting the main fuel supply and opening the auxiliary fuel supply to the burner or vice versa.

13. In combination, a steam generator and engine, a throttle for controlling the delivery of steam to the engine, a burner for the generator, means for delivering an auxiliary supply of fuel to the burner, means for delivering a main supply of fuel to the burner, a regulator for the latter means which tends to maintain the main supply at a constant pressure, and means which simultaneously opens the main fuel supply and closes the auxiliary fuel supply when the steam throttle opens or vice versa.

14. In a supply system, the combination of a burner, a main tank at atmospheric pressure, an auxiliary tank under air pressure, separate supply connections between the tanks and burner, and a controlled connection between the auxiliary tank and the main tank.

15. In a fuel supply system, the combination of a burner, a main tank at atmospheric pressure, an auxiliary tank arranged below the level of the main tank and adapted to be placed under air pressure, and a controlled connection between the tanks which permits fuel to flow from the main tank to the auxiliary tank under gravity or to flow from the auxiliary tank to the main tank under air pressure in the former.

16. In a fuel supply system, the combination of a burner, a main tank at atmospheric pressure connected therewith, an auxiliary tank under air pressure also connected with the burner, means for placing the auxiliary tank under pressure, means for relieving the air pressure from the auxiliary tank, and a controlled connection between the tanks which permits fuel to flow from the main to the auxiliary tank when the latter is at atmospheric pressure or to flow from the auxiliary to the main tank when the former is under air pressure.

17. In a fuel supply system, the combination of a main supply tank at substantially atmospheric pressure, an auxiliary tank under a higher pressure, a burner connected with the tanks, a pump between the main supply tank and the burner, and a controlled connection for relieving the pressure on the burner by discharging fuel into the auxiliary tank.

18. In a supply system, the combination of a burner, a main source of liquid fuel at substantially atmospheric pressure, a second source of fuel which is located below the level of the first, means for subjecting the second source to an initial air pressure, a connection between the sources through which fuel feeds by gravity from the first to the second source, a valve normally closing the said connection, means for relieving the pressure on the second source when it is desired to re plenish it from the main source, a connection arranged to supply fuel from the main source to the burner, and a fuel pump in said connection.

In witness whereof, I have hereunto set my hand this tenth day of November, 1903.

HERMANN LEMP.

Witnesses:

DUGALD MoK. MoKILLoP, JOHN A. MoMANUs.

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