US336585A - Railway cars with qas - Google Patents

Description

(No Model.) 4 Sheets-Sheet 1.

i J. ,PINTSOH. APPARATUS FOR HEATING RAILWAY GARS WITH GAS. No. 336,585. Patented Feb. 23, 1886.

olo-Lxthoglaphw. Washinglcn. o. c.

(No Model.) 4 Sheets-Sheet 2.

J. PIN TSOH. APPARATUS FOR HEATING RAILWAY CABS WITH GAS.

N0. 336,585. Patented Feb. 23, 1886.

(No Model.) 4 Sheets-Sheet 4.

Y J. PINTSGH. APPARATUS FOR HEATING RAILWAY CARS WITH GAS.

N0. 336,585. Patented Feb. 23, 1886.

F f I N. PETERS, Phuku-Lilhugraphar. Washinglan. n. c.

UNITED STATES PATENT OFFICE.

JULIUS PINTSOH, OF BERLIN, PRUSSIA, GERMANY.

APPARATUS FOR HEATING RAILWAY- CARS WITH GAS.

SPECIFICATION forming part of Letters Patent No. 336,585, dated February 23, 1886.

Ap lication filed September ll, 1884. Serial No. 142.783.

(X0 model.)

Patented in Belgium September 8, 1884, No. 66,254 in France September 1834. O- 164,176; in England September P, E84, No.12,140, and in Austria-Hungary Miuch 23, 1985, No. 34,133

and No. 15,975.

To all whom it may concern.-

Be it known that I, J ULIUS PINTSCI-I, engineer, ofthe firm of Julius Pintsch, at Berlin, 0., a subject of the King of Prussia, residmg at Berlin, 0., 72 and 73 Andreas Strasse, German Empire, have invented certain new and useful Improvements in Apparatus for Heating Railway-Cars with Gas; and I do hereby declare the following to be afull, clear, and exact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

This invention relates to that class of heaters for railroad-cars which arelocated outside thereof, and known as pendent heaters, wherein air is heated and admitted to the car.

The object of this invention is to increase the efficiency of this class of heaters and simplify their construction; and it consists in the construction, arrangement, and combination of the elements or parts which constitute the heater, substantially as hereinafter fully described, and as shown in the accompanying drawings, in which- Figure 1 is a longitudinal vertical section of so much of a railroad-car as is necessary to illustrate my invention. Fig. 2 is a vertical transverse section of the same. Fig. 3 is a sectional longitudinal elevation; Fig. -11, asec tional plan view, and Fig. 5 a sectional end view, of the heating apparatus. Fig. 6 is an elevation, and Fig. 7 a vertical section; Fig. 8, a top plan view; and Fig. 9, ahorizontal section on liner :0 of Fig. 7, illustrating my improved burner.

Like letters of reference indicate like parts wherever such may occur in above figures of drawings.

The heating apparatusis contained in a box, A, secured to the under side of the car at any convenient point, preferably as near the 1ongitudinal center thereof as possible, and near one or the other side. To prevent radiation and consequent loss of heat, the box may be covered or lined with any suitable non-conductor of heat, such as felt, asbestus, or other suitable material. It will be found that inclosing the box or casing B in a wooden box will answer all the purposes.

The described means for preventing loss of heat by radiation are well known, and form no part of this invention. I have therefore deemed it unnecessary to illustrate the same in the drawings.

The air-heating apparatus consists of heatradiating elements composed of ribbed pipes P, through which pass the heated air and gases and the products of combustion from the burners B. Any desired number of these radiators P may be employed according to the amount of heat required, and also according to the space afforded below the car.

At the point where the heated gases enter the radiators P the latter are provided with funnel'shaped inlet-pipes p, Figs. 3 and 5, the enlarged orifice of which is immediately above the burners B. The gases and products of combustion, after passing through the ribbed pipes I, escape therefrom through a pipe, P, that is preferably extended to or above the roof of the car. The box A has a lateral chamber, G, to which the cold air is admitted through a double funnel-pipe, c, in which is arranged in the well-known manner a valve or vane that will set itself invariably, according to the dircctionof motion of the car,to the current of air, so as to admit air into the chamber Gin whateverdirection thetrain may be going. The partitionwall a of box A and chamber 0 is provided with numerous perforations,so as to subdivide the air admitted into chamber 0 before it reaches the heating apparatus in box A.

The burner orburners B are arranged in a chamber, 0 formed below box A, the bottom a of which box has openings for the pets sage of the connecting-pipes p,that admit the heated gases and the products of combustion to the radiators P.

Above the bottom a of box A isa chamber, 0, formed by a reticulated or perforated diaphragm,D,said chamber 0 being in direct connection with the chamber 0 through the perforated partition-wall a of box A, asshown reason that the space available for the appliopening e, down nearly to the bottom of the in Figs. 3 and 5. This perforated diaphragm serves to still further subdivide the air being heated, and in practice I preferably employ a diaphragm, D, having its perforations so arranged that one or more of said perforations d will lie immediately below and between the ribs 1 of the radiators P on opposite sides thereof, as shown in Fig. 4. By means of this arrangement the air to be heated is compelled to pass over the heated surfaces of the pipe itself as well as over the entire surfaces of the heated ribs. Ihave found that by this mode of conducting the cold air over the heating-surfaces but an inappreeiable amount of heat is lost, and this is of the greatest importance in a heating apparatus for railway-cars, for the cat-ion of the air-heating devices is usually very limited.

Any suitable combustible may be employed for heating the air admitted from chamber 0 to chamber 0. I prefer to use a gas of such nature as to be capable of being stored under pressure and admitted to the burners with sufficient atmospheric air to produce a combustible gaseous mixture.

As above stated, the burner or burners are located in a chamber, 0 isolated from the interior of box A and from chamber 0 by the bottom a of box A, and any suitable gasburner may be employed. The chamber 0 has one or more openings in which is secured a hooded air-inlet pipe, E, the dischargeopening 0 of which is provided with a deflecting-plate, 0 secured to the side wall of chamber (Rand extending in proximity to the chamber, as shown in Fig. 3. This deflecting plate 0* serves to regulate the admission of the air to the burners, B, to distribute the air throughout the chamber, and to prevent sudden puffs of air either to extinguish or otherwise affect the flame of the burners.

Any suitable gas-burner may be employed to heat the radiators P. It is, however, desirable that the combustion of the gas should be as complete as possible, to avoid any loss of heat, and to this end I prefer to employ the improved form of burner shown in Figs. 6 to 9. g

The burnerB consists of a tubular body, I), having walls of comparative great thickness, and flaring inlet and outlet orifices b N, respectively, as shown in Fig. 7. Below the lower orinlet orifice, b, is formed a chamber,

B, having a number of airinlet ports or orii fices, b The outer end of said chamber is screw-threaded to receive the correspondingly-threaded portion 9 of the gas-pipe G, i the top of which extends nearly to and 'centrally of the flaring inlet-orifice of the body l b of the burner. The pipe G has an annular flange or collar, 9, that lies against the annular 3 face of the chamber B of burner B, and closes said chamber at its lower end, said pipe being further provided with a seat flange or collar, 9, for securing the same to the bottom of chamber C of the heating apparatus. This of the body of the burner is seated a deflecting cap or disk, F, that is provided with depend ing legs or wings f, adapted to rest upon an offset or annular shoulder, b", formed at the upper end of the body I) of the burner. The length of these legs or wings f relatively to the distance between the offset b and the.

mouth of the burner is such that when the deflecting-disk is in proper position on the burner-body there will be found between the lower face of the disk and the upper face of l the body b of the burner a narrow annular slitor opening, f, for the passage of the gas. In order to better distribute the jet of gas to and around said opening f, the disk F is provided with a depending deflecting-cone, F, extending into the flaring mouth I) of the burner b, as shown in Fig. 7. It will be observed that by constructing the walls of the body of the burner so as to flare outwardly at the dischargeorifice W, as described, and by providing the deflecting-disk F with a deflecting-cone, F, flaring inwardly or in a reverse direction on practically diverging lines I not only obtain a perfect and uniform distribution of the jet of gas to the annular burner-slitf, but I also obtain a tapering discharge orifice or slit that is narrowest at the point where the gas issues between the disk F, and theupper face of the burner-body, and thence gradually widens inwardly, as plainly shown in said Fig. 7. The air-chamber B of the burner is surrounded by a sheet-metal diaphragm or short cylinder, H, made to flare outwardly at its upper open end, h, said cylinder being secured to the flange cr collar 9 of the gas-pipe G.

To the body I) of the burner is secured a cap, I, extending outwardly and over the inclosing diaphragm or cylinder H, and surrounding the same at its upperflaring mouth, at which point said cap has an annular opening, 1', for the passage of the air admitted to chamber B. The object of this arrangement is to provide a circuitous path for the air before it is admitted to the chamber B of the burner, to commingle with the gas, whereby said air is first thoroughly heated.

The body I) and disk F of the burner are made Of metaI, and the cylinder H and cap I of sheet metal. After the jet of gas has been ignited these parts become very much heated and heat the air admitted to chamber G prior to its reaching the chamber B of the burner, thereby insuring not onlya good draft,but an almost perfect combustion of the gas. The

surplus of air, if any, not needed for combustion passes through the radiators P and serves to heat the same.

The air admitted to chamber 0 and thence to the interior of the heaterbox A, after passing over lhe heatingsurtaces of the radiators P, as above described, passes out of the box A in a heated condition by a pipe, Ir, connected with a distributing main or mains, K, that extend along the car from opposite sides of the heating apparatus, and said main or mains connecting with branches is, that extend under the seats of the car at suitable or convenient distances apart.

In practice I employ perforated branches is to distribute the hot air under the seats of the car, in close proximity to the floor, as shown in Fig. 2, and by preference I form the perforations on the under side of the pipe to force the hot air downwardtoward the floor. This, however, is not necessary, nor is it absolutely necessary to use perforated hot-air branches 7c, as it is obvious that radiators may be employed, or registers at any suitable point in the floor of the car.

To regulate the volume of hot air admitted when perforated or open distributing pipes are used, I arrange avalve in the exit-pipe K of the heating apparatus, adapted to be controlled either from within or from without the car, as may be found most convenient. When the hot air is admitted through registers, the latter are provided with the usual means for regulating the volume of hot air passing through the same.

The gas under pressure may be stored in a suitable reservoir, R, located below the car, in proximity to the heating apparatus; or said reservoir may be located at any other suitable or convenient point within or without the car, so as to admit of its being readily replenished with gas under pressure, or taken off when exhausted and a charged reservoir substituted therefor. The reservoir should be located at some point of the car from which the supp y of gas to the burners may be regulated, and for this purpose said reservoir may be located on the tender of the locomotive or in the baggage or mail car, and placed under the super vision of some officer of the train, the connection with the various heating apparatus being effected by flexible couplings in a manner similar to the coupling of the air-pipesin the Westinghouse air-brakes, or in any other convenient or desirable manner.

IVhen a reservoir common to all heating ap paratuses is placed under the control of an of ficer of the train, the supply of gas to the burners, and consequently the degree of heat in the cars,may be regulated by regulating the supply of gas to the heating apparatuses.

The described arrangement of reservoir and connections therefor are merely given as an illustration of the manner in which the gas may be distributed to the heaters; but of course any other arrangement may be adopted, and as I do not desire to claim any particular arrangement of distribution or any particular device for controlling the supply of gas to the heaters, I have deemed it unnecessary to illustrate the same.

It is obvious that in case of derailment or a collision the connection between the different heaters and their reservoir would be interrupted, the flow of gas would therefore cease and the burners be extinguished, the communication between the gas-reservoir and the heating apparatuses in case of accident may be instantly cut off by the offieerin charge.

I do not desire to confine myself to the use ofthe described radiators P or the burners B, as it is evident that radiators and burners of other suitable construction and form may be employed, though I believe that a very material saving of heat is effected by the use of the said radiators P and burners B; nor do I desire to confine myself to any particular arrangement of devices for distributing the heat throughout the cars, or to providing a gas-reservoir for each heating apparatus, or to the connecting ot' the same to a common reservoir, although I prefer the latter, as the most convenient and economical.

Any other suitable means than those specified may be employed for regulating the volume of hot air admitted to a car-as, for instance, instead of controlling or regulating the supply of gas or the extent of theinteriorpassage of the exit-pipe by a valve,the distributing-pipes may each be provided with acontrol ling-valve, and instead of employing perforated piping a perforated case or box may be employed for distributing within the cars of the hot air from the heaters.

Having now particularly described my said invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a heater for railroad-cars, the combination, substantially as herein described, of a hot'air chamber in communication with the interior of the car, a chamber, 0, communicating with the outer air, and a burner arranged in said chamber (1*, with a tubular heat-radiator arranged in said hot-air chamber, one end of which radiator communicates with chamber (J by a funnel-pipe, 1), located above the burner, and the other with the outer atmosphere, and a cold air admission chamber communicating with the hot-air chamber through a perforated pal'titioirwall, for the purposes specified.

2. In a heater for railroad-cars, the combination, with an inclosing-casing in communication with the car, and a tubular heat-radiator provided with radiating ribs or flanges P arranged therein, of a cold-air chamber and a perforated air-distributing diaphragm interposed between the radiator and cold-air chamber, having its perforations arranged to register with the spaces between the said ribs 1? of the radiator, substantially as and for the purpose specified.

3. In a heater for railroad-cars, the combination, with an inclosing-casing and a heatradiator arranged therein provided with radiating-ribs I of a diaphragm provided with perforate and imperforate portions arranged below the radiator, the perforate portions thereof registering with the spaces between ICC the ribs of the radiator, said diaphragm dividlug said easing into air-heating and cold-air chambers, respectively, substantially as and for the purpose specified.

4. In a heating apparatus for railroadcars, the combination, substantially as herein described, with an inclosing case or box in communication with the car, a ribbedtubular air radiator, P P, arranged in said casing and communicating at one end with the outer atmosphere, a perforateddiaphragm interposed between the radiator and one of the walls of the casing, and having its perforations arranged to register with the spaces intermediate of the ribs P of the said radiator, and a coldair chamber communicating with the space between the diaphragm and wall ofthe casing through a perforated partition, of a burnerchamber and burner in communication with the tubular heat'radiator and the atmosphere, for the purpose specified.

5. The combination, substantially as herein described, with the casing A, having a portion of its walla perforated, the perforated diaphragm D, dividing the casing into two chambers, the heat-radiator P, arranged in one of said chambers, and the chamber G, coinmunicating, through the perforations of wall a, with the other chamber, of a burner-chainber and burner communicating with the radiator through funnel-pipe p, said parts being constructed and arranged for operation for the purpose specified.

6. In a heater for railroad-cars, the combination, with an inclosing-casing and a heatradiator provided with radiating-ribs P arranged therein, ot' a diaphragm having perforate and imperforate portions arranged below the radiator, the perforate portions thereof registering with the spaces between the ribs of the radiator, said diaphragm dividing the easing into air-heating and cold-air chambers, respectively, and a coldair-admission chamher in communication with thecold-airchamber of the casing through a perforated partition, substantially as and for the purpose specified.

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

JULIUS PINTSGH.

Witnesses:

B. Roi, A. DEMELIUS.

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