US1146215A - Ventilator. - Google Patents

Description

G. C. TREMAN.

VENTILATOR.

APPLICATION nusn JUNE 24, 1914.

1,146,215. I 1 Patented J111y13,1915.

ziuliiiiiimmnnuv' COLUMBIA PLANODRAPH c0., WASHINGTON. D. C.

UNITED STATES PATENT OFFICE.

enonea e. Tasman, ornunoaa, ILLINOIS.

' VENTILAT'OR'.

Specification of Letters :Yatent. v

Patented July 1?, 1915.

Continuation of application Serial No. 706,005, filed. June 26, 1912.;This application filed June 24, 1914 Serial No. 847,078.

T aZZ whom it may concern Be it known that I, "GEORGE C. TREMAN, citizen of the United States, residing at Aurora, in the county of Kane and State of Illinois, have invented certain new and useful Improvements in Ventilators, of which the following is a specification.

My invention relates to an improvement in ventilators, and more particularly to a type of ventilator applicable 'to railway coaches, electric cars, and light vehicles; and the object is to provide a device of this character which is positive in its operation, and which may be adjusted so that a greater or less suction may be created to draw the foul air from the car, or which may bec'losed to be inoperative.

A further object is in the provision of a device which is so constructed that cars having it applied thereto maybe coupled en train to run one behind the other, and the device will be equally operative in each of the cars. 7

This invention further consists 'in certain other novel features of construction and combinations of parts which will be hereinafter more fully described and pointed out in the claims.

In the accompanying drawings: Figure 1 is a longitudinal vertical section throughithe upper portion of a car, and showing my improved ventilator inside elevation; Fig. 2 is a longitudinal vertical sectional view through one end of the ventilator-tube more clearly to disclose the dampers; and Fig. 3 is a longitudinal vertical sectional view through the tube and one of the dampers. v

The car A which may be in every respect of the standard type has a tube B preferably of sheet-metal disposed longitudinally thereof in the head room or air space which is provided in the center of the car, and this tube has its ends made preferably unobstructed and projecting through the roof of the car to the outside air.

Branch or Y-pipes 1 and 2 are connected with pipe B near the ends thereof and project upwardly through the car roof to have their outer ends also open to the air. The reducer-dampers 3 and 1 are mounted in the body of the pipe B adjacent the openings from the Y-branches 1 and 2, and nozzles 5 are mounted upon and extend through the center of the reducer dampers 3 and 4:. Dampers 6 and 7 are journaled in the tube beyond the reducer dampers 3 and 4:, andare of the usual type designed to close the pipe entirely when turned longitudinal extent thereof. Handles 8 and 9 are connected to the dampers 6 and 7 through the lower side-of the tube B for turning the dampers Each reducer damper is provided with a handle 10 for adjusting it, and is held adjusted by a toothed collar llwhich is pressed by the spring 12 against the toothed s'eat 13, and releases the reducer damper'that it'may be turned. Collar 11 is drawn toward the handle '10 against the tension of spring 12, thus releasing the teeth from those on the seat 13 and permitting of the adjustment of the reducer damper, after which the collar is released and returns to its engagement with the seat, thus holding the handle 10, which is keyed or splined to this collar, in the adjusted position. On the inner portion or body of the tube B, a plurality' of openings or perforations 14 are formed. It is preferable that these openings 14 bedisposed along the upper surface of the tube and along each side thereof to overcome any'possibility of drafts.

The tube A is supported through its central portion by brackets 15, 15. The reducing' dampers 3 and 4: are provided with nozzles 5. These nozzles are preferably cone Shaped and the smaller end of the nozzle projects into the tube B, one of which nozzles however, would be turned so that it would extend transversely of the tube. In other words, only one nozzle extends longitudinally of 'the't'ube at a time upon the direction of movement of the car, it depending upon the direction of movement-of "the car as to which nozzle would extend longitudinally thereof. The nozzle which is at the forward end of the car would extend longitudinally of the tube, therefore, as the air enters the tube B, it will be caused to be discharged through the nozzle 5 of the reducing damper. The air passing through the nozzle will be caused to travel in a straight line and practically centrally of the tube, and as it passes through the tube, the air will create a suction whereby the air in the car will be drawn through the perforations 13 in the tube B, and disat rlght angles to the charged through the open end of the tube.

If the vehicle is traveling en train, it is evident that the adjacent ends of the cars would be so close together that sufficient air could not be drawn in through the forward end of tube B, and to overcome this difliculty I have provided branch pipes which, by reason of their elevation above the roof of the car and the greater space between them, would take in sufiicient air to cause the necessary draft through the tube. If the vehicle is propelled to travel in the opposite direction, it will be understood that the same adjustment of the dampers in the other end of the tube would accomplish the desired result, and if it be desired for any reason to make the device inoperative, either or both of the dampers 6 and 7 may be turned and thus close the tube B to the passage of air therethrough. It is evident that these Y-tubes 1 and 2 might be offset at their open end, one to each side of the vertical center of the tubev B, and in this way an even more positive suction would be created. It is also evident that the reducer damper might be provided with several openings or with separate sections which might be adjusted to regulate the size of the openings, and thus control the size and rate of speed of the blast therethrough, and hence I do not Wish tolimit myself to the exact construction herein set forth.

I claim:

1. A ventilator comprising a tube disposed parallel to the line of travel of the vehicle and having the ends thereof open, thus presenting a free and unobstructed passage for air through the tube, and a reducerdamper mounted in the tube in position to inject a blast through the remaining extent of tube, said tube having perforations through the wall thereof beyond the reducer damper.

2. A ventilator comprising a tube disposed parallel to the line of travel of the vehicle and having the ends thereof open, thus presenting a free and unobstructed passage for air through the tube, and a reducer damper mounted in the tube in position to Copies of this patent may be obtained for five cents each, by addressing the inject a blast through the remaining extent of tube, said tube having perforations through the wall thereof beyond the reducer damper, and a damper mounted in the tube beyond the reducer damper in such a position that the air blast may be prevented from entering that portion of the tube containing the perforations.

3. A ventilator comprising a tube open at its ends and having perforations formed in the body portion thereof, a reducer damper provided with a nozzle received in the end of said tube beyond and in position to project a blast past said perforations, and means for holding the reducer damper adjusted to regulate said blast.

4. A ventilator comprising a tube having the ends thereof unobstructed and free to passage of air, a Y-pipe disposed at an angle upwardly from said tube and having its free end also open and unobstructed, a reducer damper provided with a nozzle mounted in the tube beyond the connection of the Y-pipe therewith, said tube having perforations formed through the wall thereof, and a damper mounted in the tube between the perforated portion thereof and the reducer damper.

5. A ventilator comprising a tube having its ends open, branch pipes projecting up wardly therefrom near each end and having their free ends also open, reducer dampers provided with nozzles mounted in the tube beyond the junction of the branch pipes therewith, said tube having its body portion perforated, and dampers mounted in the tube between the perforated portion of the tube and each of the reducer dampers.

In testimony whereof I afiix my signature in the presence of two witnesses.

GEORGE C. TREMAN.

Witnesses GEO. GAURONSKA, MARIE GAURoNsKA.

Commissioner of Patents,

Washington, I). 0.

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