US2123838A - Louver for railway cars - Google Patents

Description

July 12, 1938. B, Q ADE 2,123,838

LOUVER FOR RAILWAY CARS Filed April 5, 1956 2 Sheets-Sheet 1 Gum;

July 12, 1938. B. Q BAADE 2,123,838

LOUVER FOR RAILWAY CARS Filed April 3, 1936 2 Sheets-Sheet 2 JMW Bra/var cv amp! Patented July 12, 1938 UNITED STATES PATENT OFFICE LOUVER FOR RAILWAY CARS Brunolf C. Baade, Akron. Ohio, assignor to Goodyear-Zeppelin Corporation, Akron, Ohio, a corporation of Delaware Application April 3, 1936, Serial No. 72,671

10 Claims. 105-61) The present invention relatesto cooling systems drawn through the cooling system with a miniand the like and particularly those cooling sysmum effort. Note that these louvers are all withtems used on railroads for cooling the water used in the confines oi the outer contour of the body for cooling the motor. Such cooling systems may so as not to set up what is called a parasite air also be used for the cooling of the oil supplied to resistance. Similarly, the louvers I! are pivoted 5 the motor or for various other purposes. at M so as to move about a substantially vertical The primary object of this invention is to conaxis. troi the louvers which direct the air over cooling In order to control the louvers ll simultanecoils or the like in a manner to insure the efficient ously, the same are connected by a rod l5 pivotally 1o flow of air through and around the coils whichconnected to arms l6 extending inwardly from 10 ever direction the train is traveling. the inner surface of the louvers. It will be seen A particular object of this invention is to confrom an inspection of Fig. 4 that movement of the trol the louvers by at least a portion of the mechrod ii to the right will cause the louvers to be pivanism used to start the train so that whenever the oted about their axes to a position such that they 5 train is operated the louvers are automatically occupy a reversed position, namely that which is positioned in the proper relation to insure eflicient shown in Fig. 2. Similarly, the louvers I! are cooling. controlled by a rod ll pivotaily connected to each My invention is particularly applicable to trains of the arms i8 on the louvers and by longitudinal oi the double-ended variety, that is trains which movement of this rod these louvers are caused to are equipped to be driven from either end, thus move to a reverse position as is illustrated by 20 requiring a change of the positions of the louvers dotted lines in Fig. 5. when the train is driven in opposite directions. Located inside the train adjacent the louvers Another object of this invention is to provide a are 6011s 19. 20 and 2 l. which may be used for the louver-control mechanism which must first be circulation of air, 01 or any other medium. The placed in operation before the main motor conlouvers form the opposite ends of a passage de- 25 trol circuit can be operated. Such a mechanism fin d y h outer wall of the train and the inner is preferably placed at each end of the train so as P e Walls 21 50 that the air will be directed to automatically control the louvers when the in o the Passage r gh ne louver and out train is started from either end. through the other. Arranged within each of the so In the drawings, passages is a fan 23 driven by motor 24 which Figs. 1 and 2 are fragmentary sections of oppocauses the air to circulate in a given direction site ends of a train equipped with my invention; through the P 8 This motor 15 P e e b y Fig. 3 is a cross-section taken substantially driven in one direction at all times independently along the line 3-4 of Fig. 2; of the direction of movement of the train. In the Fig. 4 is an enlarged fragmentary ide vi f instance shown the air is caused to move from 35 a portion of the train illustrated in Fig. 3 with the louvers II at the side through the pa a d parts broken away to show the louvers at the top u through e rs l of the train; Ordinarily, the louvers at the head end of the Fig. 5 is in part a horizontal cross-section tak train (namely that end which forms the forward substantially along the line 5-5 of Fig. 3; and end of the train depending upon the direction the 40 Fig. 6 shows a detail of the louver mounting. is B' occupy the Wrong P S t to in- In Figs. 1 and 2 the reference character In indisur th p p r u at f t a r. H w v r. cates the train generally including the trucks, this makes the louvers at the pp d o the wheels, etc., the same being provided with pivoted lira-in he in P p position o P per andl g O 5 louvers Ii in the roof of the train and louvers I! the 50 it is y necessary to a e those on the side thereof. Each side of the train is louvers at the forward end in order to have corequipped with substantially identical louvers and root ventilation for both ends of the train if the control means therefore and a description of the air-cooling equipment at both ends is to be used. one will suillce for all of them. one side only bein For example, Fig. 1 shows the head of the train shown. if it is considered that the train is moving to the 50 Referring particularly to Fig. 4, it will be noted left, and Fig. 2 shows the head of the train if the that the louvers II are each pivoted as at l3 to train is considered as moving to the right. Asswing about an axis at a slight angle to the horisuming that the train is to be driven to the right zontal. The louvers are slightly curved in crossor from the end of the train shown in Fig. 2, the

section so that as they catch the air it will be louvers are facing in the wrong direction for the 55 side louvers should have their leading edges forwardly and the louvers at the top should have their trailing edges to the rear, as in Fig. 4, which ls just reversed in Fig. 2. It is therefore necessary to provide means for reversing the positions of these louvers before the train is set in motion.

Obviously. as will be seen from an inspection of Fig. 2, when the train is moving to the left the louvers shown in this figure are arranged in the proper position for controlling the flow of air through the cooling coils and they do not have to have their direction changed when the train is started.

Ordinarily, when the train is at rest, the louvers are as illustrated in Figs. 1 and 2. The louvers at the rear being in the proper position and the louvers in the front being in the improper position, regardless of which direction the train is to be run. I, therefore, propose to control the louvers at the head end of the train so that they will be placed in proper position, preferably at or before the time the train is started. In the present instance, I have illustrated means which compels the operation of the louvers at the head of the train into their proper position before the train itself may be started. This means comprises an electrical hook-up diagrammatically illustrated in Fig. 3, but could comprise mechanical means for accomplishing the same purpose. In actual use a more complicated electrical system than that illustrated is used but that illustrated is used merely for the purpose of illustration.

The rods l5 are each connected to hell cranks 26 pivoted as at 21, which are in turn pivotally connected to rods 28 on the end of each of which there is provided a piston 29. This piston operates within a cylinder 30 and is normally urged in a downwardly direction by a spring 3|. Air or fluid under pressure is introduced into the lower end of the cylinder 30 when desired through a conduit 32 to force the piston 23 upwardly. This conduit 32 has a valve 35 provided with a control arm 36 pivotally connected, as at 31, to a core 38, operating within a solenoid 39. Whenever the solenoid 39 is energized, the operating arm 36 is moved to admit fluid under pressure to the lower end of the piston, thus raising the rod 28, and through the intermediacy of the bell crank 26 and the rod I5 the louvers I i are pivoted into the position illustrated in Fig. 4 with their leading edges forward. When the solenoid is deenergized the spring 3i moves the louvers to their normal positions illustrated in the drawings.

Similarly, the louvers at the side are controlled by bell crank 40 which shifts the rod [1 to reverse the position of the louvers and operating rod 4| for operating the bell cranks 40 and a second bell crank 42 for moving the rod 4i. One arm of the bell crank 42 is pivotally connected to the rod 23 so that when the latter moves upwardly the result is that not only are the louvers at the top of the car released and placed in proper position, but also the louvers at the side so that the air will be drawn in through the louvers at the side of the car and directed upward to the louvers at the top of the car, which latter louvers discharge the air toward the rear of the train so that there is a natural flow of the air as the train moves forward.

It is important that these louvers be placed in propel position before the train starts, or at least simultaneously with the starting of the train so that as the train moves forward the louvers will not direct the air in a direction opposed to the direction of movement of the air caused by the fans 23, for this would have the tendency to neutralize the action of the fans and place an unnecessary load on the motors. The simple electrical diagram shown in Fig. 3 illustrates one means for insuring that the control circuit for operating the motors which drive the train must be operated in such a way as to move the louvers into proper position before the train is started.

The motor M which drives the train is driven from a generator G, the latter in most instances being in turn driven by a Diesel-type engine.

The motor M is connected by lead 43, rheostat 44, lead 45, switch 46 and lead 41 to the generator G. In the position shown in the drawings the rheostat switch 48 is in the "oil!" position and, therefore, forms one break in the motor circuit. The switch 46 is also open and, therefore, forms another break in the motor circuit. Therefore, when the rheostat switch 48 is moved to any of the on positions the motor will not start unless the switch 46 is closed. The switch 46 is closed by the action of a solenoid 49 when the circuit including the solenoids 39 and 43 is closed by means of the switch 50. The closing of the switch 50 causes the actuation of the control arm 36 for-the valve 35 whereby the louvers II and i2 are moved to their proper position. At the same time the switch 46 is closed by the action of the solenoid 49, thereby completing the motor circuit except through the rheostat. Therefore, when the control arm 48 of the rheostat is moved to any of the on" positions thereof the motor circuit is completed and the train will start. In other words, it will be noted that the louvers must first be placed in the proper position before the train can be started, or at least the train cannot start until the louvers have been moved to the proper position. The starting of the train may be simultaneous with the action of the louver if the rheostat is first connected and the switch 50 is thereafter actuated, but preferably the circuit is so arranged that the switch 50 must be actuated before the rheostat switch 48 can be actuated. This is not shown in the drawings but the manner in which it may be accomplished is readily apparent to any one skilled in the electrical art. The switches 48 and 50 may even be controlled by a single operating handle to be operated in succession or even simultaneously. The form of the invention illustrated in the drawings, however, is sumcient to illustrate one control means for my invention.

In operation the motorman closes the switch 50 at the head end of the train and this throws the louvers at that end of the train into proper position, those louvers at the rear already being arranged in the proper position for forward movement of the train. He then actuates the rheostat switch or control switch for starting the train and for driving same at the desired speed.

After the train has been operated in one direction and it is desired to operate the train in the opposite direction the motorman goes to the other end of the train and operates that end in the same manner. Suitable interconnecting means are preferably provided to connect the drive at both ends of the train so that if the switch 50 at the rear end of the train is not open the train will not start, for it is essential that the switch 50 at the rear end of the train be open so that the louvers at that end of the train will occupy their normal position, which is the correct position for the forward movement of the train.

In Fig. 6 I have shown a detail 01' the pivotal mounting for the louvers in which there is a pintle 5| secured to the louver Ii, this pintie rotatable in a suitable bearing 52 in the bracket 53. Of course any other form of pivotal mounting may be provided as this is not an essential feature of applicant's invention.

Applicants invention could be readily modified by having the control circuits at both ends interlocking to positively move both sets of louvers at the front and rear of the train into proper position before the train is started. Then when the train is operated in the opposite direction the control circuit is such that these louvers at both ends are again moved to position the same in the proper position for movement of the train in the last-mentioned direction. However, with applicants arrangement, one set of louvers is always in proper position and it is only necessary to actuate the other set. Obviously, those skilled in the art to which this invention pertains may make various changes in the particular arrangement of the parts without departing from the spirit of this invention and, therefore, I do not wish to be limited in my invention except as may hereinafter be pointed out in the claims hereunto appended.

Having thus fully described my invention, what I claim and desire to secure by Letters Patent 01 the United States is:

1. In a device of the class described, the combination with a train having a conduit arranged therein, the ends of which communicate with the exterior surface of said train, an air-circulating means for driving the air through said conduit in one direction only, coils arranged in said conduit and louvers at the ends of said conduit for directing the air into and out of said conduit. and means for maintaining said louvers normally in one position so as to properly and eiiiciently direct the air from the surrounding atmosphere through said conduit in the direction said air is normally moved by the said aircirculating means, when the train moves in one direction, means for reversing the positions or said louvers whereby to direct the air through said conduit in the same direction when said train is operated in the opposite direction and means for compelling the actuation of said lastmentioned means upon actuation oi said train in the said last-mentioned direction.

2. In a device of the class described, the combination with a train, of an air conduit thereon through which air is to be directed while the train is in motion, movable louvers for at least one end of said conduit for guiding the air in the desired direction through said conduit from the surrounding atmosphere when in one position thereof and while the train is in motion, means for controlling the driving of the train, and means connected with the louvers and controlling means for compelling movement of said louvers into said position if not previously in said position at least by the time said trainoperating means is operated to put the train in motion.

3. In a device of the class described the combination with a train operable in opposite directions and having a conduit, louvers arranged in said conduit and mounted for movement to either of two positions, in one of which the louvers aid in directing air through the conduit in the desired direction from the surrounding atmosphere as the train moves in one direction, but not while moving in the opposite direction, means normally holding said louvers in one 0! said positions, means for controlling the actuation of said train and means compelled by said train controlling means for compelling actuation of said louvers from said normal position to the other position thereof it and when the louvers are incorrectly set for the direction in which the train is actuated.

4. In a device of the class described, the combination with a train having a plurality of conduits. at least one at each end of said train, operating means for controlling the movement of said train, at least one set of louvers associated with each conduit for directing air through the respective conduit from the surrounding atmosphere, means normally holding each set of said louvers in a position of adjustment such that one set is incorrectly arranged only in desired operative position for movement of the train in one direction and the other only formovement of the train in the opposite direction, and means connected to the train-operating means to compel operation of the incorrectly set louvers to operative position prior to starting of the train.

5. In a device of the class described, the combination with a train having a transverse air passage at each end of the train, at least one louver associated with each conduit for directing the flow of air therethrough from the surrounding atmosphere when the train is in motion, means for normally holding said louvers in such positions that for forward movement 01' the train in either direction the louver at the rear end of the train is in position to direct the air through its respective passage in the desired direction and the louver at the head of the train is in a position to direct the air through its respective passage oppositely to the desired direction, and means associated with the driving mechanism for the train to compel movement of the louver at the head end of the train into a position to direct air through the respective passage in the desired direction, at least by the time the mechanism for setting the train in motion is operated, said means being so arranged and constructed as to insure movement of the louvers at the head end of the train into said last-mentioned position at least by the time the mechanism for setting the train in motion is operated.

6. In a device of the class described, the combination with a train, of means for controlling the operation of said train, an air conduit within said train having the ends thereof communieating with the atmosphere outside said train at diiierent points, power means for directing air through said conduit in one direction, louvers at each end of said conduit for directing the passage of air therethrough from the surrounding atmosphere in the same direction as by said power means while the train is in motion and while in their operative positions, means for normally holding said louvers in an operative position for the purpose set forth for movement of the train in the other direction, and means associated with said train-controlling means for compelling movement of said louvers to operative position for conveying the air in the direction of movement of the air by said directing means when the train is operated in said first direction.

7. In a device of the class described, the combination with a train, of means for controlling the operation of said train, an air conduit within said train having the ends thereof communicating with the atmosphere outside said train at different points, power means for directing air through said conduit in one direction, louvers at each end of said conduit for directing the passage of air therethrough from the surrounding atmosphere in the same direction as by said power means while the train is in motion and while in their operative positions, means for normally holding said louvers in an operative position for the purpose set forth for movement of the train in the other direction, and means associated with said train-controling means for compelling movement of said louvers to operative position for conveying the air in the direction of movement of the air by said directing means when the train is operated in said first direction, said controlling means for the train being so connected to the louver moving means as to be inoperative until said louver moving means becomes operative to place said louvers in desired operative position.

8. In a device of the class described, the combination with a train, of an air conduit thereon through which air is to be directed while the train is in motion, a movable set of louvers for each end of said conduit for guiding the air in the desired direction through said conduit from the surrounding atmosphere when in one position thereof and while the train is in motion, means for controlling driving of the train, and means connecting both sets of louvers and said traindriving control means for compelling movement of said louvers into said position, if not previously in said position, at least by the time said controlling means is operated to put the train in motion.

9. In a device of the class described, the combination with a train adapted to be operated in opposite directions, of a conduit at each end of said train extending from the side wall thereof to the top of the train, louvers arranged at each end of each of said conduits, means for operating the train in either direction, means for normally holding the louvers in such a position that it the train is to be operated in either direction the louvers in the conduit at the rear end of said train are in proper position to direct the air from the surrounding atmosphere through their respective conduits in the desired direction, means for normally holding the louvers at the head end of the train in a reverse position to that required for moving the air from the surrounding atmosphere through their respective conduit in the desired direction during forward movement of the train, and means for compelling reversal of the position of said louvers at the head end of the train at least by the time said train-operating means is actuated to start said train in a forward direction, whereby to place the louvers in proper operative positions for said forward movement.

10. In a device of the class described, the com bination with a train having means for controlling the operation thereoi, of a conduit on said train communicating with the atmosphere at each end thereof, cooling coils in said conduit, means for circulating the air through said conduit and cooling coils in said conduit, louvers for directing air from the surrounding atmosphere through said conduit and cooling coils while the train is in motion, means for normally holding the louvers in a position to direct air through the conduit in the desired direction when the train moves in one direction, and means operatively connected to said control means for changing the position of the said louvers when the train is actuated by said control means in the opposite di-' rection to direct the air in the same direction through said conduit as when said train was moving in said first direction, whereby the air is directed through said conduit in the same direction regardless of the direction in which the train is moving, said last-mentioned means being interconnected with the controiling means for said train, whereby when the control means is operated, said means for changing the positions of said louvers is operated in a manner such that the louvers will always be compelled to occupy the desired operative positions therefor.

BRUNOLF C. BAADE.

CERTIFICATE OF CORREGTI ON.

Patent No. 2,123,838.

July 12, 1958.

BRUNOLF C. BAADE.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 3, second column, line 5, claim 5, strike out the word "train"; arxi that the said Letters Patent should be read with this correction therein that the same may conform to the record of the ease in the Patent Office.

Signed and sealed this 15th day of September, A. D. 1938.

(Seal) Henry Van Arsdale Acting Commissioner of Patents.

said conduit in one direction, louvers at each end of said conduit for directing the passage of air therethrough from the surrounding atmosphere in the same direction as by said power means while the train is in motion and while in their operative positions, means for normally holding said louvers in an operative position for the purpose set forth for movement of the train in the other direction, and means associated with said train-controling means for compelling movement of said louvers to operative position for conveying the air in the direction of movement of the air by said directing means when the train is operated in said first direction, said controlling means for the train being so connected to the louver moving means as to be inoperative until said louver moving means becomes operative to place said louvers in desired operative position.

8. In a device of the class described, the combination with a train, of an air conduit thereon through which air is to be directed while the train is in motion, a movable set of louvers for each end of said conduit for guiding the air in the desired direction through said conduit from the surrounding atmosphere when in one position thereof and while the train is in motion, means for controlling driving of the train, and means connecting both sets of louvers and said traindriving control means for compelling movement of said louvers into said position, if not previously in said position, at least by the time said controlling means is operated to put the train in motion.

9. In a device of the class described, the combination with a train adapted to be operated in opposite directions, of a conduit at each end of said train extending from the side wall thereof to the top of the train, louvers arranged at each end of each of said conduits, means for operating the train in either direction, means for normally holding the louvers in such a position that it the train is to be operated in either direction the louvers in the conduit at the rear end of said train are in proper position to direct the air from the surrounding atmosphere through their respective conduits in the desired direction, means for normally holding the louvers at the head end of the train in a reverse position to that required for moving the air from the surrounding atmosphere through their respective conduit in the desired direction during forward movement of the train, and means for compelling reversal of the position of said louvers at the head end of the train at least by the time said train-operating means is actuated to start said train in a forward direction, whereby to place the louvers in proper operative positions for said forward movement.

10. In a device of the class described, the com bination with a train having means for controlling the operation thereoi, of a conduit on said train communicating with the atmosphere at each end thereof, cooling coils in said conduit, means for circulating the air through said conduit and cooling coils in said conduit, louvers for directing air from the surrounding atmosphere through said conduit and cooling coils while the train is in motion, means for normally holding the louvers in a position to direct air through the conduit in the desired direction when the train moves in one direction, and means operatively connected to said control means for changing the position of the said louvers when the train is actuated by said control means in the opposite di-' rection to direct the air in the same direction through said conduit as when said train was moving in said first direction, whereby the air is directed through said conduit in the same direction regardless of the direction in which the train is moving, said last-mentioned means being interconnected with the controiling means for said train, whereby when the control means is operated, said means for changing the positions of said louvers is operated in a manner such that the louvers will always be compelled to occupy the desired operative positions therefor.

BRUNOLF C. BAADE.

CERTIFICATE OF CORREGTI ON.

Patent No. 2,123,838.

July 12, 1958.

BRUNOLF C. BAADE.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 3, second column, line 5, claim 5, strike out the word "train"; arxi that the said Letters Patent should be read with this correction therein that the same may conform to the record of the ease in the Patent Office.

Signed and sealed this 15th day of September, A. D. 1938.

(Seal) Henry Van Arsdale Acting Commissioner of Patents.

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