US1282628A - Thawing attachment for drip-pipes. - Google Patents

Description

1. E. RAY.

THAWING ATTACHMENT FOR DRIP PIPES.

' APPLICATION FILED MAY5.1911.

Patnted Oct. 22, 1918.

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J. E. RAY.

THAWING ATTACHMENT FOR DRIP PIPES. APPLICATION FILED MAY 5. 1917.

1,282,628., I Patented 0011221918.

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Ill/VENTOR UZzdez EBay A TTOR/VEVS JABEZ E. BAY, OF TOLEDO, OHIO.

THAWING ATTACHMENT FOR DRIP-PIPES.

Leas es.

v Specification of Letters Patent.

Patented @ct. 22, 1918.

Application filed. May 5, 1917. Serial No. 166,509.

To all whom it may concern: I

Be it known that I; J ABEZ E. RAY, a citizen of the United States, and a resident of Toledo, in the county of Lucas and State of Ohio, have invented a new and Improved Thawing Attachment for Drip-Pipes, of which the following is a full, clear, and exact description.

My invention relates to means for thawing out drip pipes on trains, as for example, the drip pipes from the steam-heating system and from the wash bowls, etc.

An object of the invention is to provide for applying the heat by a steam pipe extending centrally through the drip pipe and at the same time to subject the frozen water within the drip pipe to the direct action of the steam outside of the central pipe.

A further object of the invention isto in a way to close the heating pipe.

The invention will be particularly explained in the'specific description following.

Reference is to be had to the accompanying drawings forming a part of this specification infwhich similar refere-ncecharacters indicate corresponding parts in all the views. Figure 1 isia sectional side elevation of a drip pipe associated with a steam-heating pipe and showing my thawing attachment in connection therewith, the drip pipe being partly in sections as indicated by theline 1-1, Fig. 2; i Fig. 2 is a horizontal section on the line 2-2, Fig. 1;

Fig. 3 is a sectionalside elevation showing the application of features of my invention to the drip pipe of a bowl or like fitting;

Fig. 1 is a fragmentary sectional side elevation showing my improved angle valve employed at the juncture of the steam-heating pipe and its drip pipe;

Fig. 5 is a detail side elevation of a valve head and stem shown in Fig. 4:;

Fig. 6 is a horizontal section on the line 66, Fig. 5.

Referring more particularly to the construction illustrated in Fig. 1, the numeral 10 indicates a portion of a steam pipe such as pertains to the heating system of a railway car; the numeral 11, the drip pipe thereof; and 12, an angle valve employed in connecting the said steam pipe and drip pipe and to be hereinafter particularly referred to.

In carrying out my invention I provide the outlet end 13 of the drip pipe with a bell mouth 14: which is formed with a spider 16 or the like constituting a stay for the thawing pipe 15' which extends for a portion of its length centrally in the drip pipe 11. The pipe 15 takes from the main steam pipe 10 steam required for thawing and leads into the drip pipe through a suitable connection as 17 and then extends laterally into the drip pipe 11 through a union or T-coupling 18. A shut-off valve 19 of any approved form is employed in the pipe 15 at the exterior of the drip pipe 11. It is to be observed that the lower end of the thawing pipe 15 extends through and below the mouth 16 and is then given a lateral deflection as at 21, there being an elbow 2O permitting the lateral termin-a1 21 being turned through 180 so as to dispose the outlet end thereof reversely to the direction of travel of the train. By the described. arrangement of the terminal 21, the dripping water from the mouth 14: when blown by air currents cannot by any accumulation cause freezing in a manner to close the said terminal end so that the outlet of the thawing pipe 15 is always maintained free. Also, the bell mouth 14: provides a proper stay for the pipe 15 and at the same time the openings in the spider 16 will prevent obstruction to the free escape of the water resulting from the thawing.

In practice, when the drip pipe is frozen at its mouth the opening of the valve 19 will cause steam to pass from the main pipe 10,

through the pipe 15, and outward rear wardly at the terminal 21, thereby subjecting the accumulated frozen matter to heat in an efiective manner at the center thereof.

In order that the accumulated frozen matter may be subjected to the melting action of steam in direct contact therewith jointly with the central heating, I provide the valve 12 of a form illustrated in Figs. 4- to 6. The stem 22 of the valve 12 is made tubular or hollow at its lower end and the valve proper 23, is separate from said stem and is formed with a sleeve extension or shell 24 fitting the tubular end of the stem. A. packing nut 25 may be employed to prevent leakage of steam between the shell 2% and the stem if desired. The valve 23 with its sleeve 2 1 is held between a shoulder 26 on the stem 22 and lock nuts 27 on the valve stem beneath the valve. The nuts 27, however, do not clamp the valve tightly against the shoulder 26 but leave a slight play. A by-pass opening 28 is formed in the Sleeve 21 and a corresponding opening 29 in the tuhularportion of the stem 22, so that a relative turning of the stem and sleeve may bring the said openings into or out 031' register. A pin 31 projects laterally from the stem through a. slot 30 in the sleeve 24: to permit the relative movement of the sleeve and stem through an angle sufficient to take the openin s 28, 29 into or out of register. A torsion spring 32 is-coiled about the sleeve 21, being secured at one end to the said sleeve and at the opposite end to the pin 31.

With the valve 12 constructed as described, when thawing is to be done, the valve stem 22 is turned sui'liciently to seat the valve 23, the tension of the spring causing the valve ordinarily to turn with. the stem, and the arrangement is such that the spring normally tends to maintain the holes 28, 29 in register. Thus, a by pass is formed through the said holes and the lower end of the valve stem whereby a limited quantity of steam suilicient for thawing will pass into the drip pipe 12 without, however, permitting escape of steam from the pipe 10 to an extent to interfere with the heating system. In fact the provision of the lay-pass is desirable in order to permit an outflow of steam suiliciently to maintain live steam in the pipe 10. Thus, the thawing is effected jointly by the centrally applied heat of the pipe 15 and directly by the action of the steam going into the drip pipe outside of. the pipe 15. If it is desired to completely close the valve 12 including the described bypass, this can be done after the valve 23 contacts with its seat, a further movement of the stem 22 being permitted, the friction between the valve and its seat being suflicient for the stem to place the spring under tension to the slight extent necessary for bringing the holes 28, 29 out of register. When the valve is again raised from its seat. the spring restores the parts to the original position with the holes in register. The steam pressure in line pipe 10 will vary from 90 lbs. in the first car to 10 or 15 lbs. in the rear car'of a 10 or 12 car train, according to the weathervconditions. The heat units are greatly reduced, while the steam passing through the exposed couplings between ears. The freezing invariably occurs while the car is in motion, due to falling temperature, reduction of pressure by the engineer to save steam for motive power and failure of train men to adjust flow of steam according to pressure supply and outside temperature. There is no practical way of thawing drip pipes such as are now in use while the train is en route, except by burning oil waste on a shovel. If the freezing is confined to the mouth or tip, this method is effective. This, however, requires stoppage and consequent delay of 15 to 30 minutes to the train. it the freezing extends upward to or near the car floor this method can not be used on accountoi' danger to setting Car floor on fire and the-car goes through to the terminal or division point, as the case may be, and is there thawed by the application of live steam from the terminal heating plant, if the freezing is confined to the exposed parts, otherwise the car is out out of the train and oil stoves or transient radiators are used on interior of the car. On cars equipped with drip pipes provided with my thawing device, the thawing would be done from inside the car without stopping the train, immediately upon detecting the closing of the drip. Notice is given of such closing by the chilling of the carand relief can be had instantly by opening valve 19, valve always being open a portion of the way. Valve 12 is intended toeffect rigid economy in the use of steam for car heating purposes, by providing, without injury tothe valve seat, a small but constant flow of steam to keep alive thesteam in the heating system, and also. when the drip "is frozen. to admit only the necessary steam to force out the frozen mass, loosened by the action of the central pipe 15. While the central pipe 15 will quickly open a channel through the drip pipe 11, the joint use of valves 19 and 12 will give immediate results. The result is accomplished with a much more economic use of steam than is possible with ordinary angle valves. Also,the form of valve 12 avoids wear on the valve seat, and all likely wear and breakable parts can be removed and repaired without disturbing the valve proper.

Uusually, a leaky condition in ordinary valves is. permitted to continue for some time owing to the fact thatthe cost and inconvenience of replacing the valves is ofttimes considerable.

In Fig. 3 I have shown the thawing means arranged in connection with the drip pipe 11 of a bowl or other fitting 10, said pipe having a cut-off valve 12 and being providedv at the lower end with the described bell mouth 14:. The steam pipe 15 corresponds with the pipe 15 and has the same terminal 21 and connection 20 as described. The steam supply pipe is indicated at 15 and fitted with a cut-off valve 19 Said pipe enters the drip pipe 11 through a Teen- 1,282,628 i la:

pling or union 18- and at the junction of the pipes 15, 15, a three-way fitting 15 is employed receiving at the side thereof the pipe 15 and receiving at its lower end the pipe 15 the upper end 15 of said fitting opening freely into the interior of the pipe 11. Thus, upon the opening of the valve 19 steam from the pipe 15 will pass into the pipe 15 and also outward through the end 15 to the interior of the pipe 11 between the same and the pipe 15*. Thus, the heatingaction of the steam in the pipe 15 may be utilized for thawing and also the direct contact of the steam as in the form shown in Fig. 1. i

I wish to state in conclusion that although the illustrated example constitutes a practical embodiment of my invention, I do not limit myself strictly to the mechanical details herein illustrated, since manifestly the same can be considerably varied without departure from the spirit of the invention as defined in the appended claims.

Having thus described my invention, I claim as new, and desire to secure by Letters Patent:

1. In combination with the steam heating pipe of a railway car, and a drip pipe thereon, of valve means to control the escape of steam from the steam pipe to said drip pipe, thawing means for the drip pipe including a thawing pipe tapping said steam pipe in advance of the drip pipe, and its said valve means and extending into and approximately centrally in the drip pipe, and meansto control the passage of steam through the said thawing pipe. i

2. In combination with a. drip pipe of a railway car, said pipe having a depending bell mouth constituting the discharge end of the drip pipe; thawing means for, said drip pipe including a steam pipe having means to connect with a steam supply and extending centrally in the drip pipe and a distance be low the lower end thereof, the said bell mouth having a spider adjacent to the lower end thereof through which the steam pipe extends and by which it is braced, there being a clear space between the bell mouth and the'lower end of the steam pipe.

3. In combination with a drip pipe of a railway car; thawing means therefor including a steam pipe having means to connect with a steam supply and extending centrally in the drip pipe a distance below the lower end thereof, the terminal of the steam pipe below the mouth being laterally disposed and said laterally disposed portion being adapted to be turned to position the same opposite to the direction of travel of the car.

4:. In combination with the steam heating pipe of a railway car and a drip pipe there on, of valve means to control the escape of steam from the steam pipe to said drip pipe, thawing means for the drip pipe including a thawing pipe and its said valve means and extending into and approximately centrally in the drip pipe, and means to control the passage of steam through the said thawing pipe, said thawing pipe projectinga substantial distance below the mouth of the drip pipe and the outlet end of the thawing pipe being carried laterally away from the lower outlet end of the drip pipe a distance to pre vent the closing of the thawing pipe outlet by the freezing of sprayed drip water.

5. The combination with a drip pipe of a railway car, said pipe having a depending bell mouth constituting the discharge end of the drip pipe; thawing means for said drip pipe including a steam pipe having means to connect with a steam supply and extending.

centrally in the drip pipe and a distance below the lower end thereof, there being a drip space between the drip pipe and said steam pipe, and means to direct steam to the interior of said drip pipe above said bell mouth, the said bell mouth having a spider adjacent to the lower end thereof through which the steam pipe extends and by which it is braced, there being a clear space between the bell mouth and the lower end of the steam pipe for the discharge of drip and the steam discharged into the said drip space.

J ABEZ E. RAY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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