Search Images Maps Play YouTube News Gmail Drive More »
Sign in
Screen reader users: click this link for accessible mode. Accessible mode has the same essential features but works better with your reader.

Patents

  1. Advanced Patent Search
Publication numberUS1985539 A
Publication typeGrant
Publication dateDec 25, 1934
Filing dateMar 9, 1933
Priority dateMar 9, 1933
Publication numberUS 1985539 A, US 1985539A, US-A-1985539, US1985539 A, US1985539A
InventorsWilliam G Hertwig
Original AssigneeBallway Utillty Company
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Automatically governed continuous burner
US 1985539 A
Images(5)
Previous page
Next page
Description  (OCR text may contain errors)

Dec. 25, 1934. w. G. HARTWIG AUTOMATICALLY GOVERNED CONTINUOUS BURNERS 5 Sheets-Sheet 1 Filed March 9, 193-3 Dec. 25, 1934. W, HARTWIG 1,985,539

AUTOMATICALLY GOVERNED CONTINUOUS BURNERS Filed March 9, 1933 5 Sheets-Sheet 2 Dec. 25, 1934.

w. c-s. HARTWIG 1,985,539

AUTOMATICALLY GOVERNED CONTINUOUS BURNERS l mat Filed March 9, 1933 5 Sheets-Sheet 3 Dec. 25, 19346 G, HARWG 1,985,539

AUTOMATICALLY GOVERNED CONTINUOUS BURNERS Filed March 9, 1935 5 Sheets-Sheet 4 172019721 07 @ZZZM 6 Dec. 25, 1934. w. G. HARTWIG AUTOMATICALLY GOVERNED CONTINUOUS BURNERS 5 Sheets-Sheet 5 Filed March 9 1933 MOTOR M Dec. 25, 19 34 $985539 10mg Utaieag-s, a V 323195.133, GhimgQ, zgmzmfiw Pimeiz;

This invention relates in fluid t0 meet a variable heat demand their output regulated automsatiz: pie, thermostatically, by -govexmng fuel deiivfired per unit of tima 1 is established between demand "1x4 resuiaant temperature is can guimed from intermittent hm-ne sw veiums of delivery eonstans 32s? their cutgut regulated. by gavex'r' dumtion an perisds rei gmtion, sand thereby iszzzpemium within a Q fiuctusztim.

621E bhject of the invenziea is er system a rs-arming amen 331" LAM;

u my a s ring ether constantly $21 the 111mm is samaia 0:? 523',

'objacts and ivrluemtiiying pltlmeipss e embodiments :33 the the 2 will be m; Qescz'lp v:2. accompammg' "mamas ant 01 the new system, m ,1

212113212, 2 zhez'mnstaticmiy enntmflm which a, sing-1e burner, whiie 1mm centinueusiz will be 2cm; its volume in establishing email; cambustidn gmzfa nea consum variations in the Gama-21 feature af the invention censi fuel delivery element, an acijusm gavernez a meimr for such gev-srz trofiefl energy supply fer such actumed valve confirm an. e thermostat, and shaming in was is a vim/v m the mmxol 3321a cazmsctiml panel and sinner maimed; var-ma; unman-a1 View @f 092mm '2: taken substantiaiiy 216mg- 033's 1121a 0;?

wit), 2. commutaaer impaxtmg supply a mom)? aciuwting" phase r v 23$ lacking 02' balding; phase, anal a m me 311% 5 is a fragmentary Verticwc'bien M32321 ihmugh which the meter when astuaPi, sh ntisqily alnng the line 0f the' commutaficr t0 its lacking phase re is a plan View part-1y in sestloil 01E the confirms the adjustment of aha gaw 4 mm oiF-igme 1;

energy supyly being preferably su Figwa if is imgmanmry szwtinml View plurality of units, each respansiv-a a degree within 2, selected range of w adapted tn successiveiy influence mafia? cause 9. governor adjustment aypmm' e ire heat output which the energy snaps;

connecfim between the valve I central means; mad magmmmatic remit-s uses, the cam-m1 1 m 7. 30 Referring is l in =3, 323$ mumezai 21% its an electric mater fiwlmg mam-Ema having asssciated with it aflclitimai; 1 M m means; my instance fer a cam porting medium, that is actuatafi @33 59? 2-2 tmough weducing" gears 18 and 1'2 mater and with an amplitude a? may; A difieremial gears 18, 19 mad :2 $3151 $213 tiveiy to tha movement 9f fuel b tiara-11 reziucing gears 21, 253 was. 23. which is in me same ratio zhhat-tlze 2 2E actizag mmugh immunentaali meat-s sheuld hem ta each other in pmmsism b "fies describefi below, izizapmts mevament in the efficient ceminustiun, waive direction to the gas valve Anot'maz: object 05 the inwentian 3 pmvifle 2'5 and air waive stem 2? in mpgzosition t0 59 an embodiment of the invention iden ea by which normally urges said valves iii the diopemtive principie already expiainei, in whim restizm sf closing. Aisn asscciatefi with masi'er fuel will be entireiy cut ofi ;trom the bmmr in til-E event of failure of the motor energy supply, and thereby prevent combustion from continuing un- $11M 1, and partakix'ag G1 the mavemems 6! said shaft, therei'ere cu-orzlinated with valve move ments! is a commutator 3Q camling an ammtely elongated terminal plate 31 and an arcuately narrow terminal 32 having a circumferential extension 33, preferably set below the upper surface of commutator 30. The term commutator is not used so much in a technical sense as with a broad meaning such as would include the structure illustrated or any equivalent device for controlling one or more circuits according to movement.

The numerals 34a, 34b, 34c, and 34d represent brushes, each of which is connected, as shown in Figure 8, by independent wiring 36a, 36b, 360 or 36d, with terminals 38a, 38b, 38c and 38d of the circuit closer 39 of the thermostat 40, thus distributing motor energy received through wire 41 from a source, such as a transformer 42. All of these brushes 34a, 34b, 34c and 3401 are adapted to contact with either of the terminals 31 or 32. The numeral 44 represents a brush always bearing upon and in a condition to transmit current from the long terminal 31 through wiring 46 to motor 14. When current is delivered, by a falling thermostat, to any one of the brushes 34a, 34b, 340 or 34d, and that brush is resting upon terminal 31, the current is supplied to motor 14 enabling it to overcome the valve spring 28 and open the valves. But this movement of the valves is imparted also to the commutator 30, so that by the time a predetermined opening adjustment has taken place in the valves, the commutator has moved to the left in Figure 8 sufficiently to shift the brush in question over upon the narrow terminal 32, whereupon the mo tor energizing current is cut of! by the passage of terminal 31 from under the brush. Contact 32, through its extension 33 contacting brush 4?, completes a holding circuit 48 hereinafter to be described, to lock the motor and valves at the new adjustment. When the thermostat reacts fromthe resultant increase of fuel delivery, it opens such holding circuit 48, thereby permitting the valves to move in the closing direction, and causing the commutator to move to the right until some commutator brush, lying to the right ,of the narrow or resistance terminal 32 and up to this time out of contact therewith but having its circuit still closed at the thermostat, comes upon the narrow terminal 32 and again completes the holding circuit 48 to hold the valves at a new metering position. a

In describing the operating of the holding circuit, it is necessary to explain the operation of the diii'erential ratchet mechanism. Included in the holding circuit 48 is an electromagnet coil 49. In series with the wiring 48 is another electromagnet coil 50. The functions of the coils 49 and 50, which will be explained later, are similar. The coil 49, however, is a high resistance coil, since the current therethrough is not externally restricted, while the coil 50 is a comparatively low resistance coil since this coil is in series with the motor. These coils control the differential ratchet mechanism.

This diiferential, ratchet mechanism and .its operation are best seen in Figures 3 and 4. The gears 17 and 18 are rigidly connected to operate in unison, as are the-gears and 21. The bevel gear 19 is freely rotatable on the planetary ring -52.- This ring is rotatably mounted on the shaft 54 which also furnishes the common support for gears 1'1, 18, 20 and 21. If the planetary ring 52 is restricted from rotation, then the bevel gears 18 and 20 are geared together through the bevel gear 19. Under this condition power may be transmitted from the motor 14 throug g ar 17 and bevel gear 18 to the bevel gear 19 and from it to the bevel gear 20 and through the reducing gears 21, 22 and 23 to the master shaft 24. Likewise if the planetary ring continues to be held from rotation then the master shaft 24 cannot be rotated backwards under the influence of valve spring 28- without-turning the motor backwards, since the same gearing re-.

mains operative. However, the various reduction gears are of such high ratio that'the force of the spring would be unable to overcome the friction of such gears and the friction and inertia of the rotor of the motor 14. As an added safeguard, however, the spring friction brake 56 is preferably provided which bears on the face of gear 18. If now the planetary ring 52 is released, the friction .and inertia beyond that point is avoided. andthe strength of the spring 28 is suiilcient to close the valves, thereby rotating the master shaft 24, the reduction gears 21, 22 and 23 and the planetary ring 52, but not rotating the bevel gear 18.

From theabove it is seen that the control of the valves rests in the'planetary ring 52. This ring has on its periphery a series of ratchets which face in a direction to oppose the rotation of the planetary ring 52 when engaged by a pawl. Two pawls are provided, one numbered 60 and the other 61. These pawls are normally urged to a disengaged position by a spring. The pawl 60 may be closed by the coil 49 in the holding circuit 48, and the pawl 61 may be closed by the coil 50 in the motor circuit 46. Except for their time of operation, the immediate effects of the pawls are identical, and in fact, if preferred, a single pawl may be'used, controlled by both the coils 49 and 50,;in which case the coils 49 and 50 may be mounted'on a single armature if desired. Each pawl when energized by its magnet prevents the rotation of the planetary ring 52 and makes the gearing operative. When one of the brushes in contact with terminal 31 is supplied withcurrent through the thermostat, circuit 46 is completed,

thereby energizing both the motor 14 and the coil 50. The coil operates pawl 61 to lock the planetary ring so that as the motor 14 turns it rotates the various gears and opens the valves. This movement continues until the terminal 31 passes from under such brush. Such brush then contacts'the terminal 32 and through it the circuit 48 energizes coil 49, which, by means of the pawl continues the locking of the planetary ring 52 thereby preventing the closing of the valves. When the thermostat interrupts the locking circuit through the terminal 32, the coil 49 is deenergized and the pawl 60 is shifted by the spring 62 to release the planetary ring 52, thereby releasing the valves and permitting them to close.

Provision may be made for subjecting the motor energizing circuit to the control of a thermostatic element in the path of a fluid that is dependent upon the burner for its heat, by extending the return or grounding wire 64 (see Figure 8) of motor 14 through a suitable path; for instance, connector 65 and wires 66, to a thermostat 67 of any circuitcontrolling type adaptable to a fluid conduit. The wires 68 may be extended by the wires 68 to permit introduction of a pilot-light control of conventional type, for instance, a tipping mercury switch 69 responding to a bimetallic distortion. member within heatabsorbing relation to the pilot light. From the wires 88 of this pilot control, the circuit may be. traced through wire 71- to transformer 42, which dis is the energy source for motor 14, as already explained. An indicator light '12 may also be connected to the transformer 42 through the mercury switch 69, its wires 68 and the wires 13, to indicate when the pilot light is burning.

While various constructions of coordinated fuel and air valves may be used under control of the system above described, the preferred construction is illustrated best in Figure 5, with some reference also to Figures 1, 3, 4, 6 and 7. in this construction fuel valve stem 26, urged toward closing by coil spring 28, is connected to hook member rs which engages eccentric roller ill on disk 7?, which is fixed on shaft 78. To the other end of shaft 78 is keyed crank lever so, which is provided with a slot 81 positioned to receive a ,crank pin 82 mounted eccentrically on gear 23,

which may he turned by the motor as previously described. Secured to crank lever is e segment or which meshes with a complelnental sear segment so keyed to a counter-sh t also mounted on counter-shaft so is an arm or which is pivoted the air valve stem 2? SEC'tllG-ii to air valve 88. lit is thus seen that through the gear segments the air and fuel valves op erateol in unison, Tooth being opened by cranlr p 82 and closing as said crank pin yields under the pressure of valve spring 28.

It is desirable, however, to have some conven lent means of adjusting the air valverel tively to the fuel valves. For this reason the e is not keyed to the shaft 86. but is rotten means of the arm Sill which is keyed to said shaft t8, and the adjustment screw or which is hy the arm to and bears against the arm The arm 3'? is held against the screw 9i by the spring or, which therefore is the air valve closing spring. Additional adiustment may he made by adjust ment of the valve stem 26, but this stern oiten is not conveniently accessible.

fin rare occasions it may he desirable to acilust the valves by hand, for which purpose the manual shift lever is provided, which may he fern-reel as an extension of the cranlr err-n 80. Means for locking this manual shift lever in a variety of positions should be provided, but it is preierred that the use of an auxiliary ltey 96 or other special means he reogulredior this purpose.

As an additional convenience, adjustment of the commutator dist: Bil with respect to the valves may be accomplished by the screws 9 (Figure ll.

The numeral 98 represents the fuel valve proper, guided by spider 99 in its movement relatively to tapered nozzle seat lull; and 88 represents the air valve proper moving relatively to its seat or ring 1G2 in flange coupling lul An important feature of this valve design resides in the condition that the valves are closely related to the mixing point, so that iuel arrives at the escape opening under full pressure and there is no open space for residual gas to accumulate in forward of the vslve.

fit is to be understood that many other emhodiments of the invention, including some in improved form, will be apparent, and in the course of time more will be devised by those skilled in the art. It is not desired that this invention be limited to the details described, for its scope includes all such forms or improvements as come within the spirit of the following claims construed as broadly as the prior art will permit.

What is claimed is:

1. In an electrical control for combustion systerns of the type employing a fluid metering elemeat biased to a given position and operable in one direction from said position by a motor, a commutator adapted to supply current to the motor of such system, having a motor energizing terminal, a motor energizing circuit having and controlled by brush means contacting with and separating irom said terminal under relative movement set up between the commutator and said brush means, and means whereby said relative movement between the brush means and the commutator is caused to take place in definite relation to movement of the fluid metering element.

ll. an electrical control for combustion systense of the employing a motor actuated finial metering element, a comutator adapted to supply current to the motor of such system, havs energizing terminal; a motor controlline circuit raving brush means contacting with mug Ilrom said terminal under relative hetween the cornutator and said commutator also having a terminal cause locking of the meteringeien which terminal the brush means moves the motor energizing terminal.

""lccl control as described in claim to crush means includes a plurality paced from one another along the commutator, each of which brushes, iciuslly energized. is adapted to supply the energizing terminal to the 22s to hold the metering element try an energized brush upon more terminal.

control as described in claim 2, .1151). means comprises a plurality erl crushes adapted to move suctl'ie motor energizing terminal. to e y terminal and thereby impart motor a series of limited adjusting movepatls or it when l.

a combustion system, a duct adapted to ussion supporting fiuici. means sovof fluid through said duct. eifi'erent positions for metering the a motor adapted to impart moveto said governing means, plurality of motor energizing circuits adapted to be individually energized and interrupted for tievelopnig controlled periods 01 movement in the motor, a commutator having a motor energizing terminal and holding circuit terminal, and a contact brush for the respective motor energizins circuits, each of which brushes in response to relative movement between the commutator and the brush is caused to pass from the motor energizing terminal to the holding circuit terminal.

6. A combustion system as described in claim 5, in which the holding circuit terminal is of restricted dimension which causes each brush to separate therefrom and establish control in sucseeding brushes shifting from the motor enersizing terminal to said holding circuit terminal.

'1. A. combustion system as described in claim 5, in which the holding circuit terminal lacing ofi resirictecl dimension causes each brush to separate therefrom and establish control in succeeding brushes shifting from the motor energizing terminal to said holding circuit terminal, end

the several brushes being caused to move successively onto the holding circuit terminal and thence to the motor energizing terminal under reverse relative movement between the commutator and the brushes:

8. In a combustion system, a duct (or supplying a combustion supporting fluid, a governor adjustable to meter the fluid supplied through said duct, means constantly influencing the governor in the direction to decrease the flow of fluid, a motor adapted to influence said governor in the direction to increase the flow ot fluid and adapted to dominate the said means constantly hold the governor in its then position.

10. In a combustion system, the combination Q with means for supplying fuel and air oi valve means for controlling said means, a common driving mechanism for said valve means imparting thereto movements which proportion air and fuel delivered appropriately to support combustion, an electric motor having connections through-which it drives said actuating mechanism in a direction that causes opening of the valve means, means normally urging said valve means in the direction of closing, a commutator having connections through which it supplies electrical energy to said motor, said commutator having a motor energizingterminal and a holding circuit terminal, a series of brushes, all of which coact with the commutator, driving connections through which movement oi the motor is transmitted to the commutator, the brushes by move- .ment so transmitted, passing successively from the motor energizing terminal to the holding circuit terminal, individual circuits for the respective brushes, and a thermostat having separate circuit closers for the respective brush circuits and adapted to operate the latter successively under changes in surrounding temperature.

11. In a combustion system, a duct for supplying a combustion supporting fluid, a governor adjustable to meter the fluid supplied through i said duct, means constantly influencing the governor in the direction to decrease the flow oi fluid, a motor adapted to influence said governor in the direction to increase the flow oi fluid and adapted to dominate the said means constantly influencing the governor, a commutator having electrical connections through which it is adapted to energize said motor and also to deenergize the same and having connections through which it is 7 moved from energizing to deene'rgizing position by the movement oi the motor in use to energizing current'supplied by the commutator, and a thermostatic means controlling the supply or current to said commutatonsaid motor and associated parts having suillcient friction to reliably resist themeans constantly influencing the governor when the connections through which the governor is moved by the motor are maintained in their eirective condition even through the motor is deenergized.

12. In a combustion system as characterized by claim 11, a holding terminal on said commutator, and means eilective when said motor is energized or when said holding terminal is energized for maintaining eiiective the connectic through which the governor is moved.

13. A combustion system, a valve for modulating the fuel, a motor for moving said valve, 9. commutator movable jointly with said valve, a motor energizing terminal and a holding terminal adjacent to one another on said commutator, a plurality oi. spaced brushes arranged to engage the motor energizing terminal and to sequentially move from said motor energizing terminal to said holding terminal and from said holding terminal as the valve moves in'an opening direction, a thermostat having a plurality of successively closed contacts each connected with one of the brushes, a circuit through said motor and said motor energizing terminal and any 01' said brushes with its corresponding thermostat contact for causing said motor to move in a valve opening direction, bias means constantly urging said valve in a closing direction, and locking means controlled by a circuit through said holding terminal for preventing said bias means from being eiIective when an energized brush con tacts said holding terminal.

-14. The structure oi claim 13 in which the locking means comprises means for rendering eii'ective the connections between said valve and said motor whereby the friction of said motor and its associated parts is used to resist said bias means.

15. The structure oi claim13 in which the looking means comprises means for rendering eii'ective the connections between said valve and said motor whereby the friction of said motor and its associated parts is used to resist said bias means; and additional means for rendering said connections eii'ective when said motor is energized.

16. The structure of claim 13 in which the locking means comprises a planetary gear ring in a train oi gears in the connections between said valve and said motor, latch means for locking said ring to make said train of gears efl'ectlve, and magnetic means for operating said latch means.v

17. The structure 0! claim 13 in which the locking means comprises a planetary gear ring in a train oi gears in the connections between said valve and said motor. latch means for look-- ing said ring to make said train of gears eil'eetive, and separate magnetic coils respectively controlled by said motor energizing and holding terminals for operating said latch means.

18. In an electrical control for combustion systems oi the type employing a fluid metering element biased to a given podtion and operable in one direction from said position by a motor, a commutator'adapted to supply current to the motor of such system, having a motor energizing terminal, a motor energizing circuit connected with said terminal, contact means controlling said circuit by contacting with and separating from said terminal upon relative movement of said commutator, and means whereby said relative movement of the commutator is caused to take place in deflnite relation to the movement of the fluid metering element.

19. In an electrical control for combustion sys: tems ot the type employing a fluid metering element biased to a givenpositionand operable in one direction from said position by a motor, a commutator adaptedto supply current to the motor of such system, having a motor energizing terminal, a motor energizing circuit connecting said terminal with said motor, a plurality of brushes contacting said terminal in itsinitial position, each of which when individually energized is adapted to supply current through said terminal to said motor, means for causing a relative movement between the brush means and the commutator in definite relation to the movement oi the fluid metering element, said movement successively separating the said brushes from said terminal, and means made effective by the successive brushes as they leave said terminal for preventing a return of the metering element toward its biased position.

20. A combustion system, a valve iormodiuating the fuel and biased to a relatively cloud position, a motor for opening said valve, a train of gears connecting said motor and said valve, and including a planetary gear ring requiring to be locked to render said gears eflective, latch means for locking said ring, commutator means for energizing said motor and simultaneously causing the operation of said latch means and at other times causing the operation of said latch means without energizing said motor; said motor and associated parts having enough friction to prevent the closing of said valve when said latch means is operated.

WHILIAM G. HARTWIG.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2422312 *Aug 19, 1944Jun 17, 1947Cons Car Heating Co IncDamper control
US2475863 *Oct 4, 1946Jul 12, 1949John Hays Hammond JrControl system
US5168200 *Oct 28, 1991Dec 1, 1992Payne Kenneth RAutomatic powered flowmeter valves and control thereof
Classifications
U.S. Classification236/76, 200/7, 251/129.13, 318/644
Cooperative ClassificationG05D23/2754