Method of and Means for Utilizing Fuel.
Year: 1898

page_text: Date of Application, 3rd May, 1898
Complete Specification Left, 3rd Feb., 1899-Accepted, 18th Mar.,
1899
Method of and Means for Utilizing Fuel.
I, ALBERT EDGAR ALEXANDER, of 19, Southampton Buildings, Chancery Lane,
London, W.C., Chartered Patent Agent, do hereby declare the nature of this inven-
tion (a communication from abroad by James Robinson Hatmaker, of 8, East
43rd Street, City, County, and State of New York, Gentleman), to be as follows:-
My invention has reference to a method and means for supplying fuel to fur-
naces for all purposes, so as to obtain perfect combustion thereof; and also to a
method and means for utilizing the high temperature of perfect and rapid com-
bustion in boilers and furnaces, without injury thereto. Thirdly, in its more
specific aspect, my invention includes means for adapting the above to the pur-
poses of railway work.
My invention is exemplified in the accompanying drawings, wherein Figure 1
is a section of one form of tender for locomotives suitable to the application of
my invention to railway work; Figure 2 is a section of a portion of the feed
apparatus which may be used in tenders or elsewhere, showing a modification of
the form shown in Figure 1; Figure 3 is a vertical section of a portion of one
form of locomotive, as fitted out with an example of constructions coming within
my invention; Figure 4 is a section of a portion of the fuel feed apparatus,
shown on a larger scale than in Figure 3; and Figure 5 is a view similar to
Figure 3, but showing a modification of my invention contemplating induction by
the use of a stream of steam.
It is to be understood that, although the accompanying drawings illustrate th
application of my invention to boiler purposes, the same is applicable to any fur
nace for any purpose and that I am not limited to the application of my invention
to locomotive or other single specific purposes. The illustrations herewith given
are rendered necessary for the exposition of the more specific features of my inven
tion, whereby it is adapted to locomotive boilers, and the invention being thus
exemplified in one form, illustrations of other applications thereof are rendered -
unnecessary, as they involve changes obvious to those skilled in the art.
My invention, taken from the point of view of a novel method of feeding fuel
for all purposes, involves the pulverizing of solid fuel, and the forcing thereof
into the furnace by submitting the same to the pressure of an elastic fluid such
as steam, gas or air.
I have found that, where solid fuel, such as soft coal is pulverized to great
fineness, it may be forced out of a containing vessel through a comparatively
Where the fuel feed
small opening, by the pressure of an elastic fluid behind it.
is periodically interrupted, I prefer to supplement the action of the pressure
behind the fuel by a stream of air, steam or gas so directed as to cooperate by
induction to drive the fuel through the delivery pipe, in the manner shown in
the drawings. This feature will be understood to be applicable, of course,
those cases where the feed is not interrupted.
in

page_text: Whether fed in connection with the use of the induction pipe or not, the fuel
should be mingled with a proper proportion of air for complete combustion.
One means for carrying out my process in connection with locomotive engines
is shown in the drawings, wherein the magazine for storage of fuel in a pul-
verized state is shown in the usual tender, at 1. The dotted line indicates the
level of the fuel when at its highest.
The floor of this storage magazine should be so shaped as to promote move-
ment of the particles of fuel toward the opening, 2. The curves indicated in the
drawing at 3 will be found appropriate for this purpose. In the practice of my
method of fuel feed, the pulverized fuel is driven out of the opening or pipe, 2,
by means of air pressure within the space above the dotted line in Figure 1. This
pressure should be supplied from a proper air storage tank, which I have shown
at 4, under the tender; although it will be understood that the position of this
tank is not essential to my invention. The main object of the
tank, 4, is to make provision for starting up a cold engine. Proper
pressure should always be maintained in this tank when the engine is allowed to
grow cold, as it is necessary to have such pressure for the purpose of fuel feed.
In the case of a locomotive, the storage tank can be supplied from the same
system that supplies the air brakes, as through the pipe, 5 (see Figure 1), and
this arrangement is shown in the drawings, by the connection of the pipe, 5, with
the air pump, 6, on the engine (see Figure 3). Of course, the pump that sup-
plies the fuel feed pressure may be separate from the air brake system altogether,
if so desired.
In Figure 5, I have shown a modification wherein the induction is produced by
blowing live steam directly from the boiler through a pipe, such as C, into the
fuel supply pipe. This may in some cases be preferred to the use of the com-
pressed air.
It will, of course, be understood that the magazine for fuel storage is tightly
closed, the fuel being introduced preferably by chutes, through the door or
other opening 7. I prefer to make this door swing upon a hinge, as indicated
by the dotted lines in the figure, and to weight it so that it may act as a safety
valve, in the case of accidental production of dangerous pressure within the fuel
magazine, by any cause. Those parts of the tender not occupied by the fuel or
compresed air, serve for storage of water, as in the present system. The valve, 8,
serves to confine the air within its tank when not in use.
I prefer to use, in connection with my fuel magazine, and elastic fluid under
pressure as above described, a pipe for producing an induced current of air and
fuel at the point of delivery from the magazine. This is particularly desirable
where the magazine is stationary and where the supply is intermittent in
character.
One form of pipe for this purpose is shown in Figure 1, at 9. This pipe opens
at the top into the air space above the fuel, and is thus fed from the same mass
of air as produces the initial pushing power for the feed. The delivery end of
this pipe is placed just at the outlet of the magazine, in such a position and so
pointed that it will tend to find an outlet with the fuel. The rush of air or gas
through this pipe 9, acting by induction upon the surrounding fuel, will aid in
the delivery of the fuel through the pipe, 2. This description applies as well to
the pipe 6 shown for carrying steam, in Figure 5. Of course, the steam
induction may be used with or without the pressure of air behind the mass of fuel.
In order to control the delivery of air through the pipe 9, the valve, 10, 13
used, and by this control the volume of fuel delivered is regulated, without
materially disturbing the proper proportion of fuel and air. A valve, such as
a slide, 11, may be used to entirely close the opening, 2, when the supply is to
be interrupted for any reason.
As shown in Figure 2, the induction pipe need not necessarily lead from the 5
chamber above the fuel, where the compressed air is used. For instance, the
pipe 12 may be used, under the magazine or tender, leading directly from the

page_text: storage tank, 4, or from any other desired portion of the compressed air or gas
system.
As above stated, the current of fuel and air driven from the opening, 2, is
preferably so treated after delivery as to bring into operation an added volume of
air. This is done in order that the driving or feed of the fuel may be accom-
plished with less compressed air than that necessary to accomplish perfect com-
bustion. This step in the process of feeding the fuel is therefore best adapted to
that modification of my system wherein compressed air is the driving agent,
although it is also more or less appropriate to other modifications.
I prefer to carry out this step in the feeding process by means of the apparatus
shown on a large scale in Figure 4. Here the delivery end of the pipe, 2",
through which the fuel is fed, projects into an entrance flue 13, provided with
perforations, as indicated at 14, through which the air moves, as shown by
the small arrows. Air is also sucked into this flue by the annular space between
it and the pipe 2ª, and becomes mixed with the air and fuel delivered.
The
wall of the furnace thus supplied is indicated at 15 in Figure 4, and I prefer to
give the flue, 13, a flaring shape within the furnace, as shown at 15.
I have thus far described my invention broadly, in its application to any form
of furnace for any purpose, and I have limited my description to that aspect of
my invention which had relation simply to the novel method or process for sup-
plying fuel by pulverizing the same and driving it through the feed way by
means of a mass of compressed elastic fluid. Where perfect combustion of fuel
is rapidly produced, however, as is. the case with the apparatus used as above
described, a very intense heat is generated, and the temperature is carried so
high as to have a rapidly destructive effect upon all but the most refractory
materials, and even when used for heating water, a furnace fed as above
described, and in which complete combustion is carried on, must be provided with
proper means for preventing the burning of the material of the boiler.
The construction which I have devised for the purpose of thus safely using
fuel with all the economy incident to rapid and perfect combustion is described
hereinafter, and is capable of use with any system wherein the fuel used is
mixed with the necessary supporter of combustion and projected into the furnace
to be burned as fast as fed. I may therefore use oil or gas or any hydrocarbon
vapor or liquid in connection with my improved form of furnace about to be
described. It will be understood that the use of a driving fluid pressure such
as I have described above will be unnecessary with liquid or gaseous fuels,
although my invention is broad enough to cover such use when desired.
One form of safety furnace for boilers is indicated in Figure 3, which illus-
trates one well known form of fire box for locomotives, wherein the fire space is
surrounded by a water jacket, 17, communicating with the boiler. In using my
method of fuel feed in connection with a boiler, I close all entrances to the box,
save that at the flue, 13.
The iron parts of the boiler are completely shielded from the flame, which is
projected into a combustion space, 18, directly in front of the flue, 13. This is
the first of a series of flues and chambers built up of fire brick, on the principle
of the regenerative furnace, wherein the products of combustion are forced
through winding passages, somewhat as shown in Figure 3. They ultimately
pass though the flues in the ordinary way, it being understood, however, that
the usual forced draft employed in locomotives will not be essential where my
invention is employed.
:
The result of the use of the construction thus described is the production
of a flame of extremely high temperature, and corresponding economy, from a
relatively small amount of fuel. This flame is centered in the brick flue system.
From this center of maximum temperature the heat radiates and reaches the iron
of the boiler in a distributed form at a relatively low and quite harmless tem-
perature. The fuel should be fed with a due regard to the average temperature
of the fire brick within the furnace, and when this temperature becomes too high,

page_text: instead of opening doors over a fire as is done in the present form of boiler
fire box, the engineer simply shuts off the fuel supply, and relies upon the heat
already stored in the bricks to run the engine, until it becomes necessary to
again turn on the stream of fuel. The re-ignition of the fuel as it enters is
accomplished by the heat of the fire-box itself.
In starting the fire, it will be found best to raise the whole interior of the
fire-box to a sufficiently high temperature to ignite the mingled coal and air
when they are turned on; which may be accomplished in many ways known in
the art, such as by burning, various forms of fuel within the furnace.
It will be found best to leave a space beneath the entrance point of the fuel,
where my pulverized coal system is used, for the reception of the small amount
of ash which is liberated. This is shown at 20 in the drawings.
The pipe 2 is a continuation of the pipe 2 in Figure 1 as is shown by the
coupling 21 in Figures 1 and 3. This coupling is, of course, a detail incident
to locomotive work.
It is to be understood that the details of construction above described in con-
nection with the fire box as merely those which I prefer in the ordinary form of
locomotive fire box as known at the present time, but that said construction is
susceptible of many variations without departing from my invention. For
instance, the furnace may be more or less lined with fire brick, or other protect-
ing sheath, depending upon its size and the proximity of the flame to the iron.
Contact of the flame with the flues or other iron parts of the boiler is to be
avoided and it is the main object of this part of my invention to deflect said
flame from following its natural course into the flues by centering it in a brick-
work construction from which its heat radiates.
Many details of my invention may be varied without departing from the spirit
thereof, and I wish it understood that the actual forms and shapes shown and
described hereinbefore are purely examples.
Method of and Means for Utilizing Fuel.
I, ALBERT EDGAR ALEXANDER, of 19, Southampton Buildings, Chancery Lane,
London, W.C., Chartered Patent Agent, do hereby declare the nature of this inven-
tion (a communication to me from abroad by James Robinson Hatmaker, of 8,
East 43rd Street, City, County, and State of New York, Gentleman), and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement:―
My invention has reference to a method and means for supplying fuel to fur-
naces for all purposes, so as to obtain perfect combustion thereof; and also to a
method and means for utilizing the high temperature of perfect and rapid com-
bustion in boilers and furnaces without injury thereto. Thirdly, in its more
specific aspect my invention includes means for adapting the above to the pur-
poses of railway-work.
My invention is exemplified in the drawings which accompanied the Provisional
Specification, wherein
Figure 1 is a section of one form of tender for locomotives suitable to the appli-

page_text: cation of my invention to railway-work. Fig. 2 is a section of a portion of the
feed apparatus which may be used in tenders or elsewhere, showing a modification
of the form shown in Fig. 1. Fig. 3 is a vertical section of a portion of one form
of locomotive as fitted out with an example of constructions coming within my
invention. Fig. 4 is a section of a portion of the fuel-feed apparatus, shown on
a larger scale than in Fig. 3; and Fig. 5 is a view similar to Fig. 3, but show-
ing a modification of my invention contemplating induction by the use of a
stream of steam.
A
It is to be understood that although the drawings illustrate the application of
my invention to boiler purposes the same is applicable to any furnace for any
purpose and that I am not limited to the application of my invention to locomo-
tive or other single specific purposes. The illustrations given are rendered neces-
sary for the exposition of the more specific features of my invention whereby it is
adapted to locomotive-boilers; and the invention being thus exemplified in one
form, illustrations of other applications thereof are rendered unnecessary, as they
involve changes obvious to those skilled in the art.
My invention, taken from the point of view of a novel method of feeding fuel
for all purposes, involves the pulverizing of solid fuel and the forcing thereof
into the furnace by submitting the same to the pressure of an elastic fluid, such
as air.
I have found that where solid fuel, such as soft coal, is pulverized to great
fineness it may be forced out of a containing vessel through a comparatively
small opening by the pressure of an elastic fluid behind it. Where the fuel feed
is periodically interrupted, I prefer to supplement the action of the pressure
behind the fuel by a stream of air, steam or gas, so directed as to cooperate by
induction to drive the fuel through the delivery-pipe in the manner shown in
the drawings. This feature will be understood to be applicable, of course, in
those cases where the feed is not interrupted.
Whether fed in connection with the use of the induction-pipe or not, the fuel
should be mingled with a proper proportion of air for complete combustion.
One means for carrying out my process in connection with locomotive-engines
is shown in the drawings, wherein the magazine for storage of fuel in a pul-
verized state is shown in the usual tender at 1. The dotted line indicates the
level of the fuel when at its highest.
The floor of this storage-magazine should be so shaped as to promote move-
ment of the particles of fuel toward the opening 2. The curves indicated in the
drawings at will be found appropriate for this purpose. In the practice of my
method of fuel-feed the pulverized fuel is driven out of the opening or pipe 2
by means of air-pressure within the space above the dotted line in Fig. 1. This
pressure should be supplied from a proper air-storage tank, which I have shown
at 4 under the tender, although it will be understood that the position of
this tank is not essential to my invention. The main object of the
tank 4
a
is to make provision for starting up cold engine. Proper
pressure should always be maintained in this tank when the engine is allowed to
grow cold, as it is necessary to have such pressure for the purpose of fuel-feed.
In the case of a locomotive the storage-tank can be supplied from the same
system that supplies the air-brakes, as through the pipe 5, (see Fig. 1), and
this arrangement is shown in the drawings by the connection of the pipe 5 with
the air-pump. 6 on the engine. (See Fig. 3.) Of course the pump that sup-
plies the fuel-feed pressure may be separate from the air-brake system altogether,
if so desired.
In Fig. 5 I have shown a modification wherein the induction is produced by
blowing live steam directly from the boiler through a pipe, such as 6, into the
fuel-supply pipe. This may in some cases be preferred to the use of the com-
pressed air.
;
It will of course be understood that the magazine for fuel-storage is tightly
closed, the fuel being introduced, preferably, by chutes, through the door or

page_text: other opening 7. I prefer to make this door swing upon a hinge, and to weight
it so that it may act as a safety-valve in the case of accidental production of
dangerous pressure within the fuel-magazine by any cause. Those parts of the
tender not occupied by the fuel or compressed air serve for storage of water, as in
the present system. The valve 8 serves to confine the air within its tank when
not in use.
I prefer to use, in connection with my fuel-magazine and elastic fluid under
pressure, as above described, a pipe for producing an induced current of air and
fuel at the point of delivery from the magazine. This is particularly desirable
where the magazine is stationary and where the supply is intermittent in
character.
One form of pipe for this purpose is shown in Fig. 1 at 9. This pipe opens
at the top into the air space above the fuel and is thus fed from the same mass
of air as produces the initial pushing power for the feed. The delivery end of
this pipe is placed just at the outlet of the magazine, in such a position and so
pointed, that it will tend to find an outlet with the fuel. The rush of air or gas
through this pipe 9, acting by induction upon the surrounding fuel, will aid in
the delivery of the fuel through the pipe 2. This description applies as well to
the pipe (Shown for carrying steam in Fig. 5.) Of course the steam
induction may be used with or without the pressure of air behind the mass of fuel.
In order to control the delivery of air through the pipe 9, the valve 10 is
used, and by this control the volume of fuel delivered is regulated without
materially disturbing the proper proportion of fuel and air. A valve, such as
slide 11, may be used to entirely close the opening 2 when the supply is to
be interrupted for any reason.
As shown in Fig. 2, the induction-pipe need not necessarily lead from the
chamber above the fuel where the compressed air is used. For instance, the
pipe 12 may be used under the magazine or tender, leading directly from the
storage-tank 4 or from any other desired portion of the compressed air or gas
system.
As above stated, the current of fuel and air driven from the opening 2 is
preferably so treated after delivery as to bring into operation an added volume of
air. This is done in order that the driving or feed of the fuel may be accom-
plished with less compressed air than that necessary to accomplish perfect com-
bustion. This step in the process of feeding the fuel is therefore best adapted to
that modification of my system wherein compressed air is the driving agent,
although it is also more or less appropriate to other modifications. I prefer
to carry out this step in the feeding process by means of the apparatus
shown on a large scale in Fig. 4. Here the delivery end of the pipe 2",
through which the fuel is fed, projects into an entrance-flue 13, provided with
as shown by
perforations, as indicated at 14, through which the air moves,
the small arrows. Air is also sucked into this flue by the annular space between
it and the pipe 2" and becomes mixed with the air and fuel delivered.
wall of the furnace thus supplied is indicated at 15 in Fig. 4, and I prefer to
give the flue 13 a flaring shape within the furnace, as shown at 15.
The
I have thus far described my invention broadly in its application to any form
of furnace for any purpose, and I have limited my description to that aspect of
my invention which has relation simply to the novel method or process for sup-
'plying fuel by pulverizing the same and driving it through the feedway by
Where perfect combustion of fuel
means of a mass of compressed elastic fluid.
is rapidly produced, however, as is the case with the apparatus used as above
described, a very intense heat is generated, and the temperature is carried so
high as to have a rapidly destructive effect upon all but the most refractory
materials, and even when used for heating water a furnace fed as above
described and in which complete combustion is carried on must be provided with
proper means for preventing the burning of the material of the boiler.
The construction which I have devised for the purpose of thus safely using

page_text: el with all the economy incident to rapid and perfect combustion is described
ereinafter, and is capable of use with any system wherein the fuel used is
ixed with the necessary supporter of combustion and projected into the furnace
o be burned as fast as fed. I may therefore use oil or gas or any hydrocarbon
apor or liquid in connection with my improved form of furnace about to be
described. It will be understood that the use of a driving fluid pressure such
s I have described above will be unnecessary with liquid or gaseous fuels,
lthough my invention is broad enough to cover such use when desired.
One form of safety-furnace for boilers is indicated in Fig. 3, which illus-
rates one well known form of fire-box for locomotives, wherein the fire-space is
urrounded by a water jacket 17, communicating with the boiler. In using my
method of fuel-feed in connection with a boiler I line the furnace with fire-brick
closing all entrances to the box save that at the flue 13.
The iron parts of the boiler are completely shielded from the flame, which is
projected into a combustion space 18, directly in front of the flue 13. This is
the first of a series of flues and chambers built up of fire-brick on the principle
of the regenerative furnace, wherein the products of combustion are forced
As these hot gases
through winding passages, somewhat as shown in Fig. 3.
are thus led among the bricks they give up their heat to the latter, raising them
to a high heat, and finally reach the beginning of the boiler-flues at such a tem-
perature as is not injurious to the iron. They then pass through the flues in the
ordinary way, it being understood, however, that the usual forced draft employed
in locomotives will not be essential where my invention is employed.
The result of the use of the construction thus described is the production
of a flame of extremely high temperature and corresponding economy from a
relatively small amount of fuel. This flame is centered in the brick-flue system.
From this centre of maximum temperature the heat radiates and reaches the iron
of the boiler in a distributed form at a relatively low and quite harmless tem-
perature. The fuel should be fed with a due regard to the average temperature
of the fire-brick within the furnace, and when this temperature becomes too high,
instead of opening doors over a fire, as is done in the present form of boiler
fire-box, the engineer simply shuts off the fuel supply and relies upon the heat
already stored in the bricks to run the engine until it becomes necessary to
The re-ignition of the fuel as it enters is
again turn on the stream of fuel.
accomplished by the heat of the fire-box itself.
Starting the fire may be accomplished in many ways known in the art, such
as by burning various forms of fuel within the furnace.
It will be found best to leave a space beneath the entrance point of the fuel,
where my pulverized-coal system is used, for the reception of the small amount
of ash which is liberated. This is shown at 20 in the drawings.
The pipe 2 is a continuation of the pipe 2 in Fig. 1, as is shown by the
This coupling is of course a detail incident
coupling 21 in Figs. 1 and 3.
to locomotive work.
my
For
It is to be understood that the details of construction above described in con-
nection with the fire-box are merely those which I prefer in the ordinary form of
locomotive fire-box as known at the present time, but that said construction_is
invention.
susceptible of many variations without departing from
instance, the furnace may be more or less lined with fire-brick, or other protect-
ing sheath, depending upon its size and the proximity of the flame to the iron.
O Contact of the flame with the flues or other iron parts of the boiler is to be
avoided, and it is the main object of this part of my invention to deflect said
flame from following its natural course into the flues by centering it in a brick-
work construction from which its heat radiates.
Many details of my invention may be varied without departing from the spirit
5 thereof, and I wish it understood that the actual forms and shapes shown and
described herein are purely examples.

page_text: Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:
1. As a means for delivering pulverized fuel for combustion, a storage maga-
zine having an outlet for the fuel, means for producing gaseous pressure on that
side of the fuel away from said outlet, and a pipe leading through the body of
said fuel, from the pressure chamber to said outlet, substantially as described.
2. In a means for delivering pulverized fuel for combustion, a flaring flue in
the furnace wall having perforations in that part which is outside
the wall, and a pipe for fuel delivery! of smaller diameter than said flue,
entering said perforated portion of the flue.
3. A boiler or corresponding structure, a fire-box therefor, and means for
delivering pulverized fuel and air to said box, in combination with a lining of
refractory material for said fire-box, and passages formed of refractory material
and offering large radiating surfaces to the burning fuel, within said box.
4. In a locomotive tender, a substantially air-tight chamber for storing fuel,
having a delivery-outlet, and a feed-door; a storage-tank for compressed air con-
nected to the upper part of said fuel-chamber by a pipe; and an induction-pipe
and connected source of gaseous pressure, said pipe leading to said outlet-opening.
5. As a means for fuel feed on railway trains provided with an air-brake
system a substantially air-tight closed tender for fine fuel or its equivalent, a con-
nection with the air-brake system leading to the top of said tender, an outlet for
said fuel leading to the locomotive, an induction pipe discharging at said outlet
and means for supplying a fluid under pressure thereto.
Dated thi
, of Talon. 1900