US289265A

US289265A - Michael hurly

Info

Publication number: US289265A
Authority: US
Publication date: 1883-11-27
Anticipated expiration: 1900-11-27

Description

Axn/LHUMJY; HEATING RAILWAY GARS.

Patented Nov. 27. 1883,.

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ATTORNEYS.

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UNH@ STATES PATENT Ormes,

MICHAEL HUB-LY, OF QUEBEC, PROVINCE OF QUEBEC, CANADA.

`H EATI Ne RAI LwAY-CARS.

"SPECIFICATIGNfforming part o f Letters Patent No. 289,265, dated November 27', 1888.

kppllcation led February Q6, 1883. (No model.) `Patented in Canalla May 4. 1382, No. 14,702.

\ To all whom, `it may concern,.-

Beit known that I, MICHAEL HURLY, a subject of theQueen ofGreatBritain, residing at Quebec, in the Dominion of Canada, have invented a new and useful Improvement in Safety-Couplingsfor Steam-Heating Pipes foi` i ;;Railway-Cars, of which the following is a full,

clear, and exact description, reference being '-haduto the annexed drawings, forming part of this speciiication.

` Thisginvention relates more particularly to safety-couplings for connecting steam-conducting pipes between railway-cars, and the invention consists of the novel features of construction hereinafter described and claimed.

In the drawings, Figure lis a side elevation of two railway-trucks, showing my invention, and Fig. 2 is a longitudinal section of the coupling for the steam-pipes. Fig. 3 is a perspective view of the coupling-hook.

It is common to arrange steam-pipes underneath railway-cars and couple them together by means of couplings having a sliding joint at the center, and adapted to form ballandsocket joints with the pipes. While I employ such a coupling in my invention, I connect the two sliding parts of the coupling together by a spiral spring, in order that said parts shall not be separated, to the end of securing a more perfect steam-tight joint, and provide an independent safety-coupling at a point beyond the main coupling.

A B indicate two sections of steam-pipe secured underneath the trucks OD, respectively, and connected by the couplings E F. The coupling'E consists of the sections G and H, one of which is adapted to slide in the other, with a packing, I, between them, and which form balland-socket joints J J with the sections K L. The sections G H are provided with external threads, M, and transverse recesses N, in which recesses the ends of a spiral spring, O, inclosing said sections, are secured by annular nuts P, screwing over the same. The sections K L are formed of two parts, da', one screwing into the other, and over the parts a, which are eX- ternally threaded, are screwed collars Q Q', which also screw over the metallic ends b of ,j d l the be1lows-like casing R. Over one of the parts, a', is screwed a section, S, having a reduced portion, c, and packing d, to form a steam-tight joint with a section, T, which is held in engagement with the section S by the double hook S' and the pins or lugs T' on said sections, respectively. The section 'I screws into the pipe B, and the part c' of the section K screwsinto the pipe A. The pivoted hooks S are provided with a retainingspring, R', and ,by means of a projection, e, on the hooks a chain, P', which is hooked to the pipe A, is to be attached to said hooks when the train is made up. When the cars are separated, either by accident or design, the tension thrown upon the chain will oscilla-te the double hook againstthe tension of its retainingspring, as shown in dotted lines, and uncouple the sections S T without interfering with the coupling E.

To prevent danger from the escape of steam the truck D becomes accidentally detached from the truck C. The tension thus put upon the wire J' will draw the rod M' rearward, and thus depress the valve-lever O' to the position for shutting off steam. As soon as the said lever is thus operated the rod M' will cease to yield to the tension exerted by wire J', owing to the shortness ofthe wire N', and the increased tension exerted upon the catch L' and on the pointof the spring K' will cause the catch to be releasedffrom the spring, when the wire J will be wdetached from the rod VM. In this manner thesteam is automaticallyshut off quite or nearly simultaneously with the uncoupling of the cars, and all danger from accidental escape of steam is thereby avoided. j,

The bellows-like casing R is formed of a coilspring having a suitable fabric wrapped around the same and drawn inward by a continuous cord, M2, to form creases between the folds of the wire.

The main leading heating-pipe may be either IOO of iron or vulcanized india-rubber or similar materials. Should th e former be used, by irinly securing it underneath the cars at a point in their center, suficient spring will be had to allow of the ends having any requisite direction, for the purpose of connection by link, andwould be a matter of convenience. The ends are to be secured by clips to the wood-work of the cars.

It is intended to distribute the heat through the several cars by means of pipes tapping the main leader, the direction or position of which must be determined or controlled by convenience. The requisite valves, stop-cocks, Snc., must also be regulated by the construction of different railway cars. Under each main leader it is intended to place two condensers to receive and disch arge the water, which would otherwise obstruct the passage of the steam through the main leader. The main leader is to be incased with two coverings of vulcanized india-rubber, to prevent contact with the cold air, thereby avoiding the rapid condensation of steam.

What I claim as new, and desire to secure by Letters Patent, is-

1. rlhe conibinatiomwith the sections G and H,.for1ning a sliding joint wit-h each other, of the spiral spring O, having its ends secured to said sections, respectively, substantially as shown and described, whereby said sect-ions shall accommodate themselves to the movements of the cars, but shall not Abe uncoupled from each other.

2. The combination, with the pipes AB, of 3 5 the coupling E, having the sections G and H. formed with a sliding joint at their juncture and ball-and-socket joints at the ends, and the spiral spring O, connecting the sections G and H, to prevent separation thereof, and the 4o coupling F, adapted for uncoupling the pipes, substantially as shown and described.

3. The combinatiomwith the pipes AB and the sliding coupling E, of thecoupling F, the spring-retained hook S', and the chain P, con- 45 nected to said hook and adapted to uncouple the latter coupling autom ati cally, substantial] y as shown and described.

4. The combination, with the pipes A B and meansfor uncoupling them automatically, of 5o the Wires J and N and the rod M', construct` ed and arranged as described, and adapted to operate the valve-lever O', to shut off steam simultaneously with the accidental uncoupling of the ears, as specified. l 55 5. The bellows-like casing It, formedof a coil-spring having a fabric wrapped around the same and drawn inward between the folds of the Wire byacontinuous cord, substantially as shown and described.

. MICHAEL' HURLY.

lVitnesses:

F. ONEILL, Trios. J. OLivnn.