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Publication numberUS1675600 A
Publication typeGrant
Publication dateJul 3, 1928
Filing dateMay 9, 1918
Priority dateMay 9, 1918
Publication numberUS 1675600 A, US 1675600A, US-A-1675600, US1675600 A, US1675600A
InventorsAbner Doble
Original AssigneeDoble Detroit Steam Motors Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Steam-generator regulation
US 1675600 A
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Description  (OCR text may contain errors)

` July 3, 1928.

A. DOBLE STEAM GENERATOR REGULATION Filed May 9, 1918 5 Shees-Sheet 1 July 3, 192s. 1,675,600

A. DOBLE STEAM GENERATOR REGULATION Filed'may 9, 1918 5 sheets-sheet 2 July 3, 1923.4

A. DOBLE STEAM GENERATQR REGULATION Filed May 9, 1918 5 Sheets-Sheet 5 T0 MOTOR lllllli www July 3, 1928. 1,675,600

A A. DOBLE STEAM GENERATOR REGULATION Filed May 9, 1918 5 Sheets-Sheet 4l lf.

ronrrmfy Uff? R H g L2 d a E W ff uw i x/' d I /l M E r D Fd i V a L' F7 V WWB/MP I' fffef l E PJ l g El l f2 fg l ;m I HE July 3', 1928.

A. DOBLE STEAM GENERATOR AREGrULATIQN Filed May 9, 1918 5 Sheets-Sheet 5 lPatented July 3, 1928.

UNITED s'm'rlezsv l 1,675,600 lPATENT oFFicE.



Application med may 9,

My invention has special reference to apparatus for generating steam, and is directed more particularly to improvements for regulating the fluid fuel and the water or 6 other liquid employed for flash` or semi-flash type of generators which have the capacity of superheating the steam which they generate' and in which the temperat-ure and the pressure of the steam at the point where it l is discharged from the generator bear no uniform relationship to each other. That is, the steampressure in such a generator may, be anything from approximately zero up to the capacity of the generator, while the temperature of the steam at the delivery point may be substantially that of the steam table of the then existingy pressure or anything above it.

The object of the invention is to automatically control the generation and heating of the steam to the end that the generator may automatically generate and prepare steam for delivery to an engine at substantially uniform pressure and at such temperature V that what may be called the ideal c onditions with respect to its temperature and pressure may obtain, and to accomplish this result regardless of the varying demands upon the generator for steam.

The ultimate object is to provide a steam generator and a system of controls for supplying an engine adapted to be safely operated by persons relatively unskilled inthe use of machinery which will automatically and with the maximum of economy of water and fuel prepare for delivery to the engine an adequate supply of steam at such pressure and temperature to effect the most eco nomical and efficient conditions. Such gen erators are of the greatest utility under steam automobiles which are commonly operated by relatively unskilled persons and whereon the supply of both water and Vfuel are necessarily very limited.

Another object is to provide an apparatus of the character referred to which is automatic in its operation and easily controlled, and which at the same time is safe and reliable and efficient even in the hands of careless or inexperienced operators, and which may be put into active condition without delay, and which whenin action will .almost instantly andwith quick precision ad-l just itself to meet the greatly varying loads or demands upon it, and also simplify and 1918'. Serial No. 233,48&

improve the apparatus whereby steam at a lsafe temperature and proper pressure may be supplied in situations where the .demand for power varies greatly and the variations are sudden and irregular. This result is obtained by combining with a flash type of generator, two regulating devices each controlling the supply of the water and combustible, which by their consumption co-act to produce the desired result, and are so supplied,l however much or in whatever particu lar the condition of the steam with respect toits temperature or pressure, or both, may have been temporarily varied from/the ideal condition. t

By reason of the fact that under some conditions which arise in use, a supply of either water or combustible must be provided, and concurrently the supply of one or the other must be interrupted, these regulating devices do not necessarily operate simultaneously or relatively in the same direction at all times. They would utterly fail to" accomplish the desired result if they did necessarily always so operate, as under other circumstances both water and combustible must be supplied simultaneously, and under still other circumstances the supply of both must be diminished or interrupted simultaneously. The regulating devices do, however, act interdependently `through the generator and the steam therein to automatically supply or interrupt a supply of water to the generator, or combustible to the heating device, or of both, as the then existing conditions require, whereby the water and heat are supplied in a manner to bring about the Adesired result',-that is, the maintenance so far as possible of the proper temperature and pressure of the steam in the generator or the speedy restoration of the steam therein to its ideal condition with respect ,to such -temperature and pressure.

My invention, therefore, consists broadly in vthe combination with a steam generator provided with a liquid fuel burning device for heating the generator, and liquid forcing means for supplying water to the' enerator, and regulating devices responsive' to the pressure of the steam, and also to its temperature, whereby the heating device and control of both the said pressure and tem? the -water supplying device are under the V perature actuated regulators in response to both the rise and fall of generator pressure and the rise and fall of generator temperatures.

My invention also consists in the more specific combination of parts which will hereinafter more particularly appear in connection with the illustration and description of one form of specific embodiment of my' regulating the water pumps, and also the circuit arrangement and switches for controlling the heating device.

Fig. 2 is a top plan view of the generator or boiler, illustrating the relative position of the thermostatic mechanism for controlling the water pumps and the heating devices, the thermostatic element of which is partially broken away to illustrate the interior construction thereof.

Fig. 3 is an enlarged front elevation illustrating the mechanism for operating switches which ,control the circuits.

Fig. 4 is a vertical section thereof taken on the line 4 4 of Fig. 3.V

Fig. 5 is a vertical section taken on the line 5-5 of Fig. 3.

Fig. 6 is a horizontal section taken on the line 6 6 of Fig. 3.

While some of the advantages of my invention may be realized by the use of various types of generators in connection with the regulating devices constructedin accordance with myinvention, the best results can be obtained by the use of a generator or boiler of the flash type.

It has been determined that the quickest acting method of maintaining a normal steam pressure is to control the fire directly by the steam pressure, and the most direct method of approximating a steam temperature condition is to supply water when the tire is on and to interrupt the water supply when the tire is off. I have, therefore, provided water supply controls actuated by the steam-pressure-controller-firing means whereby the variations of temperature from normal :are corrected by a thermostat actuated control which determines that-below 600o F., or normal temperature, the water pumps shall remain inoperative, even though the fire is on, and that between 600O F. and 7000 F. one pump shall feed to the boiler when the tire is on, and that between r700O F. and 800o F. both4 pumps will feed the boiler when the fire is on, and at 800 F. the re is shut off by the thermostat with Having reference to the drawings, in

which I illustrate the preferred form of my invention, A represents the boiler or steam.

generator which may be of any approved design, but is here shown as provided with the lire or combustion chamber A2 located above the coils A3, the water being 'fed into the bottomL coil as at A4, and is forced up through the coils which `gradually increase in diameter until it reaches the upper larger coils R2, where it is flashed into steam, the steam being taken oft through the pipe A6 and conveyed to the engine.

l The liquid fuel is sprayed intothe combustion chamber A2 by the blower B, which is operated by the motorr C, supplied with current from the generator D or battery'E. The generator may be driven directly from the engine F, which engine may be of any Y approved type and' is diagrammatically here shown as consisting of the steam cylinder F1 and the crankcase F2. Properly secured to the side of the crankcase are the water pumps G and H. These pumps being duplicates of each other, adescription of one will suffice for the other. They are operated by a common plunger F3 reciprocated by an eccentric F4, mounted upon the crank-shaft F5 of the engine F. The check-valve 10 of each pump is held off its seatby the spring 11, bearing against the movable core 12 of the solenoid 13, which core 12 is in contact by a rod 14 with the valve 10. When, however, the solenoid 12 is energized in a manner to be hereinafter described, the core 12 thereof is drawn downwardly into the solenoid, pressing the spring 11 so that-the rod 14 permits the check-valve 10 to seat itself and function in the usual manner.

Properly secured to the outer side of the boiler casing, near the upper end thereof, is the control box J, in which are mounted the electric switches operating in response to the thermostatically-controlled and pressure-controlled regulators, Passing through the side of the boX J, about midway its height, and rigidly secured thereto, is thepin J1. Mounted to freely revolve about the pin J1, which passes through its shortsides, is the hollow rectangular-saaped actuator yoke K, and mounted on this same pin within the hollow of the yoke K are the four movable contacts or switch arms L, M, N and O, capable of oscillating about the pin J1, through their hubs L1, M1, N1 and O1. Located in the lower portion of the boX J, and formed integrally therewith, is the cylinderP constituting the casing of the' pressure-actuatedcontrol mechanism. This cylinder is provided with the head P1 securely bolted thereto by the bolts P2, which also secures the diaphragm P3 in place by clamping it at its periphery between the head and the cylinder. The head is also provided with the steam opening P1. Secured to the piston rod P5, and resting on the upper side ot the diaphragm is the piston head PG capable ot a limited vertical movement. This piston is normally held against the diaphragm by the spring P7 with a pressure as determined by the adjustment nut P8. In practice,it would be adjusted to resist a steam pressure of 600 pounds. A steam pressure in excess of this amount will force the diaphragm upwardly, causing the piston P5 to contact the arm P2 which is integral with the switch arm L, forming a bell crank therewith, pivoting on the pin J1. It will thus be seen that a slight upward movement of the piston will tilt the arm L about the pin'J1 in opposition to the retaining spring L2, extending from the arm to the rear wall of the box J. The extent of movement of the arm is determined by the adjusting screw L3 which passes through the arm P, bearing against the upper end of the piston P5. It will be observed from this description of the pressure-actuated control that it-is entirely independent ot' and in no manner affected by the actuator K.

A thermostat comprising the brass tube R enclosing the steel rod R1 is rigidly secured at one end inside the top coil R2 ot the boiler A, as more clearly shown in Figure Q. The free end of the tube R is free to expand longitudinally of the coil R2, and as the rod R1 is rigidly secured to the inside of the tree end of the tube, the outer end of the rod, which is extended out beyond the boiler casing and into the control box J, will have a withdrawing or receding movement corresponding to the longitudinal expansion of the tube R, the rod being made of an alloy having a comparatively low co-cfiicient ot eX- pansion. This rod is of a length that when cold its free end will bear against the lower horizontal member of the actuator K with sufiicient force to hold the actuator in a practically vertical position in opposition to the compression spring R1 bearing against the upper horizontal member of the actuator K and on the sameside as does the rod R1. It will thus be seen that upon a receding of the rod through expansion of the tube R, the actuator will be given a rotating movement aboutthe pin J1 in response to the compression spring R3. It is this rotating or oseillat-infr movement of the actuator K upon the pin 1 lthat is utilized to operate the various electric circuits in connection with thermo- This arm is provided with an adjusting screw M3, which can be so adjusted relative to the actuator K that upon a given forward rotating movement of the actuator in respense to the receding of the thermostatic rod R as iniiueneed by the boiler temperature, contact between the arm M and the pole piece S1 will be broken.- Lilrewise, switch arms N and O are provided with the adjusting screws N3 and O3, which can be adjusted relative to the actuator K in opposition to the retaining springs N2 and O2 to prevent contact of the arms with the stationary contacts or pole pieces S2 and S3. In practice, one of these armswill be adjusted in a manner to be held from the pole piece a distance slightly in excess of the distance that the other arm is held away from its stationary contact.

The pressure actuated switch L` which, as hereinbetore stated, is normally held closed by its retaining spring L2, is connected to a .source of current supply through the lead 15, which circuit is adapted to be opened by the pressure-controlled regulator responsive to steam pressure in the boiler. This main circuit is also adapted to be closed by the manuaily-operated switch T. A lead 16 from the switch L is divided into three branches 17, 18 and 19. The branch 17 eX- tending to the motor C through the medium of the switch M. which switch is also normally held closed by its retaining spring M2, and adapted to be opened by the actuator K through the receding et' the rod R1 in response to a predetermined degree of rise ot steam ten'iperature. The branches 18 and 19 extend respectively to the switch arms N and O. These switchesy are normally held open through the medium of the adjusting nuts N2 and O3 bearing against the actuator K, and adapted to be closed upon the receding of the thermostatic rod R1 inl response toa predetermined degree of rise in the steam temperature. A lead 20 extends from the stationary contact S1 associated with the switch M to the motor C which drives the blower B, constituting the fuel supply means. This lead 2O is passed through the automatic fuel and ignition control V on its way to the motor C. This liquid tuel burning device, including the automatic control and the ignition thereof, forms the subjectmatter of a co-pending application Serial Number 178.513, tiled July 3. 1917. upon which Patent 1.287,915 was granted December 17. 1918. I willyherein describe this part of the mechanism only suiiciently to show its cooperation with the other parts of Vthe structure, and before doing so will complete the description of the construction and operation of the other parts of the apparatus. i

A lead 21 extends from the stationary contact S2 associated with the switch N to the solenoid 13 of pump G, and the lead 22 extends from the contact S3 associated with switch O to the solenoid of pump H. The

water is drawn from the tank 25 through they suction pipe 26 and discharged through the pipe'27, compensator 28and pipe 29 to the boiler at A4.

The operation of my improved automatic controls, as applied, by way of illustration, to a steam-driven vehicle, is as follows: On closing the manually-operated switch T, which is conveniently located at the steering wheel, current is supplied from the battery through the leads 15, 16, 17 and 20 to the motor C through the automatic fuel and ig'- nition control apparatus V, immediately filling the combustion 4box A2 with a` voluminous flame from the burning spray of liquid fuel blown therein by the blower and' automatically ignited by an electric spark. With the fire thus started and the boiler nearly full of water, the pressure and steam temperature build up, the car is then p ut under headway, and if the demand for lsteam is normal as a result of running at f drawn through the pipe 26 will be forced to the boiler coils through pipe 27, compensator 28 and pipe-29. Itis, of course, understood Vthat with the pumps running and the solenoid de-energized, the spring 11 will force the check-valve 10 off its seat, permityting .the water to 'surge back and forth, nonev goingto the boiler. v

If the demand for steam increases as a resultvof climbing a steep grade or a long pull through heavy sand or mud, the tem- V perature will continue to rise, and on reach- With the fire thus burning to its maximum and both pumps feeding water to supply steam to the maximum capacity of the boiler, the summit of the hill is passed, and the car is coasting down the hill, thus bring- .ing about a sudden cessation of demand for circuit at. a point in advance of the thermostatically-operated switch M, and thus shut down the entire system. The pressure-actuated regulator, operating independently of the thermostatically-operated regulators, is, therefore, capable of and is often called upon to take over control of both lire and water, regardless of temperature conditions. A continued rise of temperature, which may be predetermined, at about 800, will bring the upper part ofthe actuator K in contact with the adjusting nut M3 of the switch-,arm M, breaking the circuit at S1, and thus also cut olf the fire by stopping the blower BV An abnormal'lrise of temperature is thus prevented-not only by a timely discontinuance of the lire, but also by reason of the fact that both pumps will still continue to feed water to the boiler, and they will so continue to feed until the temperature has again reached normal. Thus it is that in starting the car, it is only necessary to turn on the lire, the pressure and temperature build up until the Afire is shut off by either high condition of pressure (600 lbs.) or of temperature (800), depending upon whether the boiler is nearly full or nearly empty of water. If the car is started with the boiler nearly full, no more water is applied until 600 is reached. If nearly empty, water is supplied at the maX- imum capacity until the temperature is reduced. In the first case, the lire is controlled at 600 pounds pressure at all times; in the second case, the fire is controlled by 800o temperature until the steaml pressure rises to 600 pounds, when it then takes over the tire and water control.

From the foregoing description, it is apparent that I have provided means for bringing into operation a plurality of pumps-one after the other-and finally cutting olf .the fuel supply while the two pumps continue to'operate and feed water 4to the. generator coils, thus bringing about a condition which exerts a maximum effect in the reduction of the temperature. If the temperature rises suddenly to a degree beyond which if it still further increased, would be abnormal, the two pumps are immediately brought into action, and the fuel supply out ofi'. If, on the other hand, the rise of llo` temperature is gradual, under which conditions a minimum quantity of water should be supplied' by the generator, then only one of the two pumps is brought into action, and

' pump is brought into action, and only upon a rise of temperature, which if persisted in, would be abnormal, is the fuel supply cut olf. It is further evident that if for any reason thellirst pump failed to operate and supply water to the generator, as there -would be an increase in temperature, the second pump is then brought into operation,

and if its supplyof water is noty suilicient and the temperature rises toy an abnormal point, then the main circuit is opened, cutting off the fuel supply; and it is further evidentJ that if the second pump fails to operate, the iirst pump operating would supply water to the generator, and under such conditions if the temperature rises to an abnormal degree, the fuel supply is then cut olf. So, also, if neither pump, for any cause, operates to supply water to the generator when demanded, the temperature then rising to an abnormal point, the circuit is opened and the fuel supply and the main circuit cut olf, and if for any reason the pressure should build up abnormally, regardless of boiler temperature, the supply of both fuel and water is immediately taken over by the pressure actuated regulator. J,

The ignitiony and fuel control mechanism, designated generally bythe letter V is yinterposed in the conductor 2O between the thermostatic and pressure control mechanism and the blower motor C. The fuel control mechanismA comprises a vessel X designed to contain a charge of compressed air suicient to operate the ignition burner.

yThe air from the blower B is delivered direct to the Venturi tube b2 of the main burner which communicates with the combustionv space A2 at the top lof the boiler. Adjacent the main burner is an ignition burner b". Both the main burner and the ignition burner receive liquid fuel from the tank c.y A hand-operated pump c1 and an engine-operated pump 02 are provided for maintaining air pressure in the tank c, and a float-valve regulator d* 'serves to maintain the ,liquid fuel at the proper level in the oil nozzles bs-and d2 of the main and nition burnersrespectively. y

' The lower end of the air tank X'is provided with an opening controlled by valve 01 formed on the lowery end of valve stem c, and a pipe c extends from thevalve controlled opening to the ignition burner as shown in Fig. l. At its upper end the stem .conductor p2 to the blower motor '0.

011 takes the form of ya valve 012 which controls communication between the interior of vessel X and a port which is connected by a pipe e3 with the compressed air space above the liquid fuel in tank c. A solenoid g is fixedly mounted in the lower part of tank X and the core g of the solenoid is fixed to the valve stem 011. A spring g5 seated at its upper end against a part of the stationary spool or xed core of the solenoid and at its lower end against the movable core g serves when "the solenoid is de-energized to depress stem c thus closing valve 010 and opening valve 012, and energization of the .solenoid raises stem 011 opening valve 010 and closing valve cl2. Communicating with the port leading from valve 012 to air-pressure pipe e3 is an outwardly opening cup-shaped casing closed by a flexible diaphragm e5. An electrical terminal e8 is stationarily supported upon .a bridge e7 outside of the diaphragm and in position to be in contact with the diaphragm when the latter is forced outward by air-pressure. The terminal e8 is insulated and the diaphragm serves to ground the terminal when in contact therewith. It will be noted that the inner side of diaphragm e5 is constantly subjected to the pressure of the `air in fuel tank c. A diaphragm t and terminal t2 similar to diaphragm e5 and terminal es is also provided, the space inside of diaphragm t being in direct and constant communication with the interior of tank X. Fixedly mounted on stem 011 and insulated therefrom is an electrical switch member 1 which serves when stem 011 is elevated by the energization of solenoid g1 to establish contact between terminals l', l', which are mounted within the tank X.

The main conductor 20 leading from the terminal s of the thermostatic and pressure control is connected to one o f the terminals l and t-he other terminal 1 is connected by A branch g7 of conductor 2O extends to one terminal of solenoid g and the other terminal of the solenoid is connected by conductor g8 to terminal es, and a branch conductor t5 extends from branch conductor g7 through the primary of spark coil t* to terminal t2. The secondary of spark coil t4 has one terminal grounded and the other connected to spark plug e which is mounted on the ignition burner in the path of the sprayed oil therein;

The main burner b2 hereinbefore described produces a mixture of atomized fuel and air which is completely combustible and which burns in the combustion chamber without any smoke or soot whatever. But a mixture of this character which is supplied with sufficient air to be completely combustible, will not ignite directly from a spark of practical proportions. I do find in practice, however,

that a mixture which is very rich in hydrocarbon, 'although incompletely combustible because of insufcient air, will very readily and repeatedly ignite at normal temperature by means of an electric spark, and the advantage of this is that it is instantaneous.

The ignition burner be is. provided with a curved lip 67, so as to direct the flame from the auxiliary mixture into the path of the main mixture to directly and instantaneously ignite said main mixture.l

The ignition burner is so designed and operated as to produce a mixture of such richness as to be readily ignitible by the spark plug e.

v LWhen the engine is at .rest with the main electrical circuit open at the drivers switch T o'r at the thermostatic and pressure control switch, designa-ted generally 100, solenoid g of the fuel and ignition control is deenergized and valve 01 is held seated by spring g5 thus preventing low of air through pipeuc9 to burner b, and the constant air pressure on the inner side of diaphragm e5 maintains electrical connection from main conductor 20 through g7, solenoid g', gterminal e8, diaphragm e5 and the metal structure to ground at 200. When the main circuit through conductor 20 is lclosed both at T and at 100 current flows from 2() through the solenoid g', diaphragm switch es, e5, to ground as above stated. The resulting energization-'of solenoid gacting upon the core g attached to the stem 011 and valves 01 raises the valve against the tension of sp-ring g5 and at the same-time closes the valve G12 at the upperg-fend of the stem 011. The charge of air soV entrapped in X is delivered through pipe c to the ignition-starting burner be, thus spraying oil fromba which leads fromloat chamber d4. The air pressure in X also closes the diaphragm switch t, t2, and permits current to flow from Q7 through t5 primary of spark coil t4 and diaphragm switch t2, t, to ground. Lead e leads from the secondary of the spark coil to spark plug e. When c is raised by the solenoid as above described, it carries up with it switch member Z which is attached' to stem c and electrical connection is thereby established between termina-lsZ and Z thus closing the circuit from main conductor 20 to blower motor C. The blower, therefore, starts the spraying of oil into the main burner b2- simultaneously with the actuation of the ignition starting operation in the starter burner' b", and the main flame is thereby started. When the air entrapped in X has become exhausted the fall of pressure therein causes the diaphragm switch t, t2. to open and discontinue current through spark coil t4. Throughout the operation of the mainburner valve stem c remains elevated. When the main circuit is' opened,

either by the operator opening switch T,

or by the automatic operation of the thermostatic and pressure control 100, solenoid g is de-energized, valve stem c is depressed by spring g5, a new supply of air pressure Y flows to X through valve 012, diaphragm valve t, t2, is closed and the main circuit is opened between terminals Z, Z. j Everything is now again in readiness for the starting cycle above described.

The flow of oil to the burner except when there is a supply of compressed air to oper- `ate the ignit1on nozzle is prevented by the opening of the circuit of solenoid g at the diaphragm switch e5, es, Whenever the air pressure falls below a predetermined point. It is only when the solenoid circuit is closed that terminals' Z, Z', are connected by bridge Z. Hence failure of air pressure t loperate the ignition device prevents operation of the blower motor.

the operation of one ofthe feeding devices4 upon attainment of a. predetermined degree of steam temperature,-and means for initiating the operation of another water feeding device upon attainment of a still higher predetermined degree of steam temperature. lx

3. In a system for the control and regulation of steam for a steam power'plant, liquid fuel feeding mechanism and, means for controlling the same, a plurality of feeding devices for supplying water to the generator, means for initiating avsupply of water upon attainmentof a predetermined degree of steam temperature, and means forincreasmg the water supply upon attainment of a' still higher predetermined degree of steam temperature, together with means for actuating the fuel feed control to stop the suppl of liquid fuel and permit the continue operation of the means for supplying water.

4. In a regulator for steam boilers, the combination of a steam generator, a thermostatic fuel and water regulator responding to the temperature of the steam in the generator, a liquid fuel burning device controlled by said thermostatic regulator, liquid forcing means for supplying vaporiza le liquid to the generator, a. steam pressure .fuel and water regulator responding to the pressure of the steam in the generator, and operatively connected to the liquid fuel burning device for controlling its operation and operatively related to said liquid forcing means for automatically discontinuing the vaporizable liquid supply and liquid fuel supply upon a predetermined rise in the generator pressure. 4

5. A system for the control and regulation of the generation of steam for a steam power plant, consisting of a plurality of feeding devices for supplying water to the generator, electromagnetically-operated means for initiating the operation of one 'or more of said feeding devices, and thermostatically-operated means responsive to variations in generator conditions which control the operation of the electromagneticallyoperated means.

6. A system for the control and regulation of steam for a steam power plant, consisting of a plurality of feeding devices for supplying water to the generator, a source of fuel supply, means for feeding the fuel toa combustion chamber, an actuator, a thermostat, responsive to temperature variations of agenerator, for controlling the actuator, means connecting the actuator with each one of the plurality ofl water feeding devices whereby to bring the same into operation, and. means operated by the actuator to cut oif the fuel supply when the temperature is above that necessary to initiate the operation of all of the water feeding devices.

7. Av system for vthe control and regulation of the generation of steam for a steam power plant, consisting of a plurality of feeding devices for` supplying water to the generator, electromagnetically-perated means forinitiating the operation of one or more of the feeding devices, thermostatically-operated means responsive to variations in generator conditions which control the operation of the electro-magneticallyvoperated means, a source of fuel supply, and mechanism for supplying fuel to a combustion chamber, together with thermostatically controlled means also responsive to variations in generator conditions for 4automatically cutting otf the fuel supply when the temperature is above that necessary to initiate the operation of all of the water feed devices.

8. A `system forthe control and regulation of the generation of steam for a steam power plant, consisting of a plurality of feeding devices for supplying water to the'generator, electromagnetically-operated `means for initiating the operation of one or more of the feeding devices, comprising a solenoid adapted to bring into operation the feeding devices, thermostatically-operated means responsive tovariations in generator conditions which condition the operation of the electromagnetically-operated means, a source of fuel supply, and mechanism for supplying fuel to a combustion chamber, together with thermostatically-controlling means also responsive to variations ingenerator conditions for automatically cutting off the fuel supply when the temperature is above that necessary to condition the operation of all of the water feed devices.

9. In a control for a steam generator plant, a plurality of pumps for feeding water to the generator inoperative at a certain definite temperature, means operated by the rise of temperature which causes one of said pumps to become operative upon a certain rise in temperature, means which cause the other pump to become operative upon further rise of temperature, a. source of fuel supply and means for cutting oif the fuel supply upon further rise of temperature.l

l0. A system for controlling the generation of seam in a steam generator system, consisting of an actuator, a thermostat for controlling the actuator, a plurality of water-feeding devices, electromagnetically`operated means for initiating the action of the feeding devices, a circuit for each of said electr-omagnetically-operated devices, said circuits including switches controlled by said actuator, electrically-controlled means for supplying fuel, and a circuit for said electrically-controlled means including a switch operated by the actuator to operate the electrically-controlledmeans for supplvingfuel, whereby the fuel supply is cut 0 l1. In a regulator for steam boilers, the combination of a steam generator, a steampressure-actuated regulator responsive to the pressure of the steam in the generator, a thermostatic regulator responsive to the temperature of the steam in the generator, a liquidfuel burning device for heating the steam generator, a liquid forcing means for supplying water or other vaporizable liquid to said steam generator, both said device and said means arranged to be operatively dependent 'upon saidpressure and said temperature actuated regulators in response to the rise and fall of steam pressure, as well as the'rise and fall of steam temperature.

l2. In a regulator for steam boilers, the combination of a steam generator,-a liquid `fuel burning device for heating the same, a liquid forcing means for supplying vaporizable liquid to saidV generator, a thermostatic regulator responsive to the temperature of the vapor in said generator, a steam pressure actuated regulator responsive to the pressure of said vapor,- said thermostatic regulator adapted to actuate the said liquid forcing means anddiscontinue the action of the said liquid fuel burning device in'response to a successive' predetermined rise in vapor temperature, and said steam-pressureactuated regulator vadapted to also control the liquid forcing means and the liquid fuel er said liquid-fuel-burning device and said liquid-forcing means inoperative, and-means which permit a continuance of the operation of said liquid-forcing means to supply Water after the said liquid-fuel-burning device is rendered inoperative. 141. In a regulator for steam boilers, the combination of a steam generator, a thermostatic fuel regulator responsive toptlie temperature of vthe steam in the generator, a liquid fuel burning device having its fuel supply controlled by said thermostatic regulator, a steam pressure controlled regulator responsive to the pressure of the steam of the generator and operatively related to the liquid fuel burning devi/ce also for controlling the fuel supply thereof, a liquid forcing liquid forcing means for supplying water or Vother vaporizable liquid to said generator,

a generatorpressure-actuated regulator for 40 controlling t e fuel to said liquid-fuel burning device, and the vaporizable liquidv to\ said generator, and a generator-temperatureactuated regulator for also controlling the fuel to said fuel burning device and the said vaporizable liquid to said generator.

Signed by me at Detroit, Michigan, this y9th day of March 1918.


Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3670704 *Dec 16, 1970Jun 20, 1972Gen Motors CorpBoiler control system
US7260934Apr 5, 2006Aug 28, 2007John Hamlin RobertsExternal combustion engine
US7743872Jun 28, 2007Jun 29, 2010Michael Jeffrey BrookmanAir start steam engine
US8459391Jun 28, 2010Jun 11, 2013Averill Partners, LlcAir start steam engine
U.S. Classification122/448.1, 122/451.00R
International ClassificationF22B35/00
Cooperative ClassificationF22B35/005
European ClassificationF22B35/00F