Liquid Fuel Injector and Air Ejector.
Year: 1891

page_text: Date of Application, 31st Jan., 1891
Complete Specification Left, 2nd. Nov., 1891-Accepted, 5'h Dec., 1891
PROVISIONAL SPECIFICATION.
Combined Liquid Fuel Injector and Air Ejector.
We, JAMES HOLDEN, of Hermon Hill, Wanstead, in the County of Essex,
Engineer, ARTHUR MORTON BELL, of 15 Southgate Road, Wood Green, in the
County of Middlesex, Engineer, JOHN CHARLES TAITE, and THOMAS WILLIAM
CARLTON, both of 63, Queen Victoria Street, in the City of London, Engineers,
do hereby declare the nature of this invention to be as follows:-
In the Specification of Letters Patent No. 6059 of 1886, granted to one of us:
namely the said James Holden, there is described liquid fuel burning apparatus
applicable to locomotives; and in the Specification of Letters Patent No. 7755
of 1886, also granted to the said James Holden there is described an improved
injector for feeding furnaces with liquid fuel. Now the object of the present
invention is to so arrange the parts of a liquid fuel injector that the air necessary
for supporting the combustion of the fuel shall in part be drawn in through the
centre of the injector by which arrangement the injector whilst at work as a
liquid fuel injector on a railway locomotive or other boiler, may be made to act also
as an air ejector to exhaust air from a pipe or vessel and maintain a partial vacuum
therein. Thus when the injector is applied to a railway locomotive working trains
fitted with the automatic vacuum brake, where two air ejectors, z. a "large" one
and a
"small" one are usually provided for exhausting the brake apparatus, the
"small" ejector may be dispensed with, the combined liquid fuel injector and air
ejector serving to maintain the necessary vacuum in the train pipe and brake
cylinders when standing or running, to keep the brakes off, thereby saving the
considerable quantity of steam usually employed to keep the small ejector continually
on" or blowing for this purpose.
63
Liquid fuel injectors as already described in the Specification of the Letters
Patent referred to are so arranged as to create a central steam jet which is used
for inducing and spraying the liquid fuel which fuel is supplied through an annular
space surrounding the steam jet. In the improved form of injector the subject of
this invention we make the central steam jet of an annular form also, and connect
the central space so formed with the open air or with the train vacuum pipe, so
that when the injector is at work, the steam draws in both the fuel from an annular
space, and the air which comes through the centre of the steam jet. Thus the
steam jet that must necessarily be employed to inject and spray the liquid fuel
burnt in the fire box will then simultaneously exhaust air through the central air
tube and maintain the vacuum required for the working of the brake.
In one arrangement the central air tube terminates at a point within the tube
through which the steam issues and which in conjunction with another tube within
the outer casing of the combined injector and ejector, forms the annular passage
through which the liquid fuel enters. The several tubes are screwed together at
one end and held within the outer casing by a screw nut the arrangement being
such that the several parts can be easily made and put together and afterwards
The injector is
taken apart. when necessary for cleaning or other purposes.
provided with a hollow steam ring with nipple or jet holes and an independent
steam supply as in the said former Specification No. 7755 of 1886.
A suitable valve is provided in the air tube or connections to prevent the return
of air, steam, or liquid fuel into the train pipe when the "large" ejector is used for
quickly creating a vacuum.
We are aware that attempts have been made to maintain the continuous vacuum
required'for'working the automatic vacuum brake by connection with the overflow

page_text: of an ordinary water injector, but owing to the intermittent action of the feed water
injector such an arrangement could only be partially'successful.
The same combined liquid fuel injector and air ejector can be used for other
purposes on railway locomotives such as exhausting air for a communication
between passengers, guards and driver, for warming railway carriages by inducing
currents of hot air through pipes, ventilating.&c.
As the improved liquid fuel injector to which we have referred and for which
Letters Patent No. 7755 of 1886 were granted to the said James Holden is equally
adapted for use on all types of stationary boilers and furnaces we propose to utilize
the arrangement of combined liquid fuel injector and air ejector in many industrial
and manufacturing operations. For example in sugar refineries where the boilers
could be fired with liquid fuel, the combined liquid fuel injectors and air ejector
can be used to maintain the vacuum required in the vacuum pans used in the
manufacture of sugar. In refrigerating machinery, and ventilating on board ship
the apparatus may be employed and it must be understood that modifications and
arrangements of the combined liquid fuel injector and air ejector may be required
for various purposes and the examples given above only represent some of the uses
to which this invention may be applied.
Dated this 21st of Laman 1001
W. LLOYD WISE,
Per F. J. Brougham,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicants.
COMPLETE SPECIFICATION.
Combined Liquid Fuel Injector and-Air Ejector.
We, JAMES HOLDEN, of Hermon Hill, Wanstead, in the County of Essex,
Engineer, ARTHUR MORTON BELL, of 15 Southgate Road, Wood Green, in the
County of Middlesex, Engineer, JOHN CHARLES TAITE, and THOMAS WILLIAM
CARLTON, both of 63 Queen Victoria Street, in the City of London, Engineers,
do hereby declare the nature of this invention and in what manner the same is
to be performed to be particularly described and ascertained in and by the
following statement :—
In the Specification of Letters Patent No. 6059 of 1886, granted to one of us
namely the said James Holden, there is described, liquid fuel burning apparatus
applicable to locomotives; and in the Specification of Letters Patent No. 7755
of 1886 also granted to the said James Holden there is described an improved
injector for feeding furnaces with liquid fuel. Now the object of the present
invention is to so construct and arrange the parts of a liquid fuel injector such
as referred to in the said prior Specification that the air necessary for supporting
the combustion of the fuel shall in part be drawn in through the centre of the
injector by which arrangement the injector whilst at work as a liquid fuel injector
on a railway locomotive or other boiler, may be made to act also as an air ejector
to exhaust air from a pipe or vessel and maintain a partial vacuum therein. Thus
when the injector is applied to a railway locomotive working trains fitted with the
automatic vacuum brake, where two air ejectors, viz. a large one and a "small"
one are usually provided for exhausting the brake apparatus, the "small" ejector
may be dispensed with, the combined liquid fuel injector and air ejector serving to
maintain the necessary vacuum in the train pipe and brake cylinders when standing
or running, to keep the brakes off, thereby saving the considerable quantity of
steam. usually employed to keep the small ejector continually "on" or blowing for
this purpose.
::
Liquid fuel injectors as described in the Specification of the Letters Patent
referred to, are so. arranged as to produce a central steam jet which is used for
inducing and spraying the liquid fuel which is supplied through an annular space

page_text: surrounding the steam jet. In the improved form of combined injector and ejector
the subject of this invention we make.the central steam jet of an annular form, and
connect the central space so formed with the train vacuum pipe, so that when the
injector is at work, the steam draws in both the fuel from an annular space, and air
which comes through the centre of the steam jet. Thus the steam jet that must
necessarily be employed to inject and spray the liquid fuel burnt in the fire box
will then simultaneously exhaust air through the central air tube and maintain the
vacuum required for the working of the brake.
In one arrangement the central air tube terminates at a point within the tube
through which the steam issues and which in conjunction with another tube within
the outer casing of the combined injector and ejector, forms the annular passages
through which the liquid fuel enters. The several tubes are screwed together at
one end and held within the outer casing by a screw nut the arrangement being
such that the several parts can be easily made and put together and afterwards
taken apart when necessary for cleaning or other purposes. The injector is
provided with a hollow steam ring with nipple or jet holes and an independent
steam supply as in the said former Specification No. 7755 of 1886.
A suitable valve is provided in the air tube or connections to prevent the return
of air, steam, or liquid fuel into the train pipe when the "large" ejector is used for
quickly creating a vacuum.
The same combined liquid fuel injector and air ejector can be used for other
purposes on railway locomotives such as exhausting air in apparatus for effecting
a communication between passengers, guards and driver, for warming railway
carriages by inducing currents of hot air through pipes and for ventilating.
As the improved liquid fuel injector to which we have referred and for which
Letters Patent No. 7755 of 1886 were granted to the said James Holden is equally
adapted for use on all types of stationary boilers and furnaces we propose to utilize
a combined liquid fuel injector and air ejector according to this invention in many
industrial and manufacturing operations. For example in sugar refineries where
the boilers could be fired with liquid fuel, the combined liquid fuel injector and air
cjector can be used to maintain the vacuum required in the vacuum pans used in
the manufacture of sugar.
It can also be used in connection with refrigerating
machinery, and for ventilating on board ship, and it must be understood that
modifications and arrangements of the combined liquid fuel injector and air ejector
may be used for various purposes, and that the examples given above only represent
some of the uses to which this invention may be applied.
In the accompanying drawings,
Fig. 1 is a side elevation ;
Fig. 2 is a front end elevation;'
Fig. 3 is a rear end elevation; and
Fig. 4 is a central longitudinal section, of an injector & ejector constructed
according to the present invention.
Fig. 5 is a transverse section on the line a Figure 4.
An outer
A is a short tubular piece into which is screwed a tapering or conical tube B and
upon which is screwed a tapered tube C, the forward end of which projects beyond
that of the tube B. D is another tapered tube screwed upon the tube C and which
when in its proper position fits securely over annular projections C¹, C² on the
tube C and forms with each of these projections a fluid-tight joint so that an
annular space or chamber D' is formed between the tubes C and D.
tube or casing E, having annular internal projections E', E', E³, is secured as
shown upon the tube D by a flanged union or socket F so that the said projections
make fluid-tight joints with the outer surface of the tube D, an annular chamber G
being formed between the projections E' E' and another annular space G being
formed between the projections E' E³. A hollow ring or coiled tube H of the
section shown and formed with perforations H is arranged around the forward end
of the injector for atomizing the fuel in a manner well understood.

page_text: The tubular piece A. is connected in a suitable manner to a coupling piece L, to
which the pipe M or vessel to be exhausted is connected. When the pipe to be
exhausted is the train pipe of an automatic vacuum brake, the coupling piece is
formed with a valve chamber containing a valve L that automatically controls the
communication between the tube B and the train pipe and closes this communication
when for example the large injector is set in action to exhaust air from the
train pipe.
The operation of the apparatus is as follows:-Steam is admitted through the
steam pipe I into the annular space G¹ and passes through the apertures D into
the annular chamber D' and thence through the apertures C³ into the space between
the tubes B, C, and is discharged through the narrow annular orifice around the
forward end of the tube B thereby inducing air to flow through the said tube, and
causing a partial vacuum in the brake pipes or other apparatus in communication
with the tube B. The liquid fuel enters the annular chamber G through the
inlet J, whence it passes through the apertures D³ into the space between the
tubes C, D, through which it is induced or drawn by the mixed steam and air
rushing out of the forward extremity of the tube C. The mingled fuel, steam and
air are discharged through the nozzle K and are met by the steam jets from the
ring H, and the air induced to flow through the openings H in the ring, thereby
effectually atomising the liquid fuel.
The valve I normally rests against the stop L³, as long as air is being drawn
from the pipe L, but if from any reason, as for instance by the starting of the
"large injector" for the purpose hereinbefore mentioned, or by the shutting of the
steam cock, air should be allowed to enter the pipe L from the tube B the rush of
such air will cause the ball L to be tightly pressed upon its seat, thereby preventing
the further entrance of air at this point.
Although we have hereinbefore described the pipe B and the inlet J as being
used respectively for the inlet of air and of fuel, it is obvious that this arrangement
might be reversed if desired, the pipe B being employed for the fuel and the inlet J
serving to admit the air.
Fig. 6 is a central longitudinal vertical section of a modified construction of
combined liquid fuel injector and air ejector according to this invention suitable for
use on stationary or marine boilers and furnaces.
In this arrangement the tube D is screwed upon the tube C within which the air
tube B is screwed at B' so as to be capable of longitudinal adjustment relatively to
the tube C for the purpose of varying the size of the annular steam orifice between
the forward end of the tube B and the interior of the tube C. N is a hand wheel
for adjusting the position of the tube B which passes through a stuffing box ()
carried by the tube C. L is a pipe secured to the outer end of the tube B and
to which is secured in any convenient manner the pipe M or vessel in which a
partial vacuum is to be produced. In this case the valve box L' with valve L²
shewn in Fig. 4 can be dispensed with. The operation of this arrangement is
similar to that of the arrangement illustrated in Figs. 1 to 5 inclusive.
We are aware that attempts have been made to maintain the continuous vacuum
required for working the automatic vacuum brake by connection with the over-
flow of an ordinary water injector, but owing to the intermittent action of the
feed water injector such an arrangement would only be partially successful.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed we declare that what
we claim is :-
1. A combined liquid fuel injector and air ejector having three concentric
passages namely one in connection with a reservoir of liquid fuel, one in con-
nection with a steam supply, and one in connection with a train pipe or other
pipe or vessel from which air is to be continuously exhausted as herein set forth,
the arrangement being such that steam flowing through the steam passage whilst

page_text: injecting liquid fuel into a furnace will simultaneously exhaust air from the said
train pipe or other pipe or vessel and cause such air to become mixed with the
steam and liquid fuel substantially as herein before described.
2. The construction substantially as hereinbefore described with reference to
and shewn in Figs. 1 to 5 inclusive, or as in Fig. 6, of a combined liquid fuel
injector and air ejector.
Dated this 31st day of October 1891.
W. LLOYD WISE,
Per F. J. Brougham,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicants.