US1339119A - Pipe-rack drier-car - Google Patents

Description

1. P. MARTIN. Pl-PE BACK DRIER CAR. APPLICATION FI'LED JULYI8|V191L 1,339, 1 1 9. 1 Patented May 4,1920.

Il 1I Il vantages of a unit and car system of JAMES I. MARTIN, OF

LANCASTER, PENNSYLVANIA, 'ASSIGrNi'JR T0 RAYMOND C. PENFIELD, VOE CHICAGO, ILLINOIS.

PIPE-RACK 'Darrin-CAR.

To all whom may concern.'

Be it known that I, JAMES I. MARTIN, a citizen of the United States, and resident of Lancaster, inthe county of Lancaster and State of Pennsylvania, rhave invented an Improvement in Pipe-RackDrier-Cars, of which the following description, in connection with-the accompanying drawings, is a specification, like letters on the drawings representing like parts.

My present invention is an improved apparatus consisting in a multiple unit pipe rack drier car, intended primarily for use in the drier system illustrated and explained in my copending application, Ser.4 No. 194,640, file-d Gctober 4, 1917;

In the manufacture of clay products, particularly brick, it is necessary to first dry the brick and then to burn the same in kilns of various types'. The best type of drier heretofore known'has been the steam pipe rack driers, which required large, expensive, permanently built structures with a vast amount of steam pipes forming racks,- on which racks the Vindividual brick units had to be placed, either by handor on short pallets containing five or six brick units, which latter had to be positioned by hand. The constant handling 4'in the necessary use of such a steam pipe rack drier, both loading and unloadingV by hand, andthe large plant and building necessary, has been a serious diiiiculty in using this type of drier. My present invention obviates the former difficulties of such steam pipe driers while utilizing all the advantages incident thereto, and providing a movable drier unit, which could be advantageously employed in a car, and used in a waste heatdrier, a tunnel drier, railroad kiln drier, or the like.

My pipe rack drying truck or car combines in an ideal manner the numerous addling clay products, directly from the brick making machine to a drier, each car being capable of independent connection with a source of steam supply or of being connected to each other, in a train, either' of a few cars; or of being connected in a continuous train, such as in a tunnel drier, said cars being thereafter delivered to the kiln shed for burning. My novel idea of a steam pipe rack drying car enables the novel arrangement of my said copending application in an entire manufacturing l Specification of Letters Patent.`

han-

`Patented Maya-1920.

Aiapnea'timv med July 1s, 1917. serial No. 181,403. Y

plant, and as the individual pipe rack car is an important feature of saidsystem and a distinct novelty, I wish to claimV the same broadly. Y

Referring to. the drawings, illustrating a preferred embodiment of my invention,l

vFigure 1 is a plan view of the car;

Fig. 2 is a side view; and

Fig. 3 an end.v

As shown in the drawings, mv individual drier car consists in a plurality .of pipe shelves adapted to receive the pallets containing the brick to be dried; The car herein shown is of sufficient width to receive pallets of brick from each side, the pipe being arranged in shelf sections at each side of the car. The car consists in a `pair of bottom frames 1 and 2, preferably iron I- beams, having cross beams 3 and 4 adjacent either end, which frame has sets of journal bearings 5, 5, to carry the axles 6 for the car wheels 7 7'. The bottom of the frame Vis preferably open, although the cross brace 8 may be provided with reinforcing straps 9, 9. Upon the frame, at either end, is an lupright brace, that shown at 10 being relatively heavy' and bolted to the lower framework, carrying the steam pipe manifolds 11 and 12; at the other or expansion end of the car is the upright brace 13, which preferably is reinforced by straps 14 .downwardly to the projecting ends of the I- beams 1 and 2. Across the top of the car are straps 15', 15,' and side braces 16, 16, giving a firm, strong, open framework. The upright braces 10 and 13 are perforated, the upright 13 having a plurality of pairs of perforations or openings, as illustrated at 14, 14, and 16, 16, these being substantially in tiers at either side of the car, as clearly shown in Fig 3; Through these openings the ends of the steam pipes 20, 20, project, short elbows 21, connecting each pair of pipes with a suitable piece 22 of appropriate length, all being threaded together, as is customary. At the manifold end of the car, a single set of perforations, as shown at 23 and 24, are provided, the vertical manifold pipes 11 and 12 being threaded to receivevthe respective ends of the outer pipes in the drier. Either a manifold 11 or 12 can be utilized as for the receiving or incoming steam, while the other will be for the outlet, both receiving and outlet connections being thus made at the same end tier, from the manifold ll toward the expansion end, around through the elbow 2l and vshort connecting pipes 22 through the adjacent elbow 22 and the parallel section of pipe backwardly to the manifold end, and then return to the expansion end and backwardly to the outlet manifold l2. The expansion of each pipe 20 is readily taken up Y by the -slidable movement promoted between the pipe 20 and the recesses therefor in the rack 31, without undue strain, without binding, or other difficulty, and without inV any way loosening the steam pipe joint in the elbows 2l. The car can be'run in adjacent the dump table by the brick making machine, the steel pallet with its load of brick slid onto the shelves formed by the pipes 20, until the car is full, then the car is wheeled o n to the drier, steam pipe connected, and drying completed, whereupon the steamV pipe is disconnected and the car wheeled to the kiln where the brick are stacked for burning.

When it is appreciated that in steam pipe driers, as heretofore constructed, long permanent buildings were required, with permanent supports for the piping, and separate conveyers to take the brick from the dump table to the different points throughout the drier, anda constant hand labor both at dump table, conveyer and drier,

both when loading and unloading, the importance of my invention will be manifest. Furthermore, my car can be lutilized fin ay tunnel drier, conserving heat, reducing labor to a minimum, preserving a continuous system or method of operation, and standardizing brick manufacture.

My invention is further described and defined in the form of claims as follows:

l. A multiple pipe rack drier car of the kind described, comprising a truck, a plurality of horizontally arranged steam'pipeY racks, forming shelves, each rack comprising a plurality of pipes, a vertically extending manifold for said pipes at one end of the car, means permitting independent expansion and contraction for the pipes forming each shelf,` and Isupply and exhaust means for the circulation of steam through the pipes in each rack.

2. A multiple pipe rack drier car yof the kind described, comprising a truck, a plurality of horizontally arranged steam pipe racks, each rack comprising a plurality of pipes, a vertically extending manifold for said pipes at one end of the car, a support at the other end of the car for said pipes, permitting independent expansion and contraction for the pipe in eachshelf, and supply and exhaust means for the circulation of steam through all the pipesin every rack.

3. A multiple pipe rack drier car of the kind described, comprising a truck, a plurality of horizontally arranged steampipe racks, supports for said lracks permitting expansion and contraction of the piping in each rack, and vertically extending supply and exhaust manifolds adjacent one end of the truck to provide forv the circulation: of steam through all the piping in each rack.

In testimony whereof I haveYV signed my name to this specification. :l-

JAMEs P. iminrin. f

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