US401494A

US401494A - Device for extinguishing fires in passenger-cars

Info

Publication number: US401494A
Authority: US
Publication date: 1889-04-16
Anticipated expiration: 1906-04-16

Description

m e h .S MW 6 h s 2 N 0 T G N TIL R R A H H S M d 0 M 0 pm DEVICE FOR EXTINGUISHING FIRES IN PASSENGER CARS.

No. 401,494. Patented Apr.. 16 188-9.,

I INVENTOR- IMHA 42 .4;

WITNESSES: 6 ofi f (No Model.)

2 SheetQ-Sheet 2, S. 1-1. HARRINGTON. DEVICE FOR EXTINGUISHING FIRES IN PASSENGER CARS. No. 401,494.

Patented Apr. 16, 1889.

I mil 4 I \s K S INVENTOR UNITED STATES SAMUEL H. HARRINGTON, OF COLUMBUS, OHIO.

DEVICE FOR EXTINGUISHING FIRES lN PASSENGER-CARS.

SPECIFICATION forming part of Letters Patent No. 401,494, dated April 16, 1889.

Application filed February 19, 1887. Serial No. 228,27. (N0 model.)

To all whom it may concern.-

Be it known that I, SANIUEL H. HARRING- TON, of Columbus, county of Franklin, State of Ohio, have invented a new and useful Improved Device for Extinguishing Fires in Pas senger-Oar Heaters, of which the following is atrue and exact description, due reference being had'to the accompanying drawings, which form a part of this specification.

The object of my invention is to provide a certain and positive means for extinguishing the fire in a car-heater in the event of an accidentsuch as the derailment of the carand to so arrange the extinguishing device in connection with the air-brake system that the compressed air in the supply-pipes shall be released at the same time that the extinguisher is applied. This, according to the well-known Westinghouse system, results in applying the brakes and retarding the motion of the train; and my invention consists, first, in arranging a water-tank in such relation to the heater and to a valve and valve-opening device in the air-brake system that the derailment of the train will cause the water to be precipitated upon the fire second, in combining with a derailmentbrake-operating device a water-tank and the car-heater in such a manner that the water in the tank will be precipitated upon the fire by the same device which releases the air in the brake system in case of derailment, and, lastly, in the special devices hereinafter described, and which I have found well adapted to perfect my invention and fit it for practical use, reference being had to the drawings, which illustrate my invention in the form which I consider best, and in which- Figure 1 is a cross-section through one side of a car, showing my fire-extinguishing appliance and its connection with the derailmentbrake, the air-brake system, and the runninggear of the car. Fig. 2 is an enlarged sectional view of the device by means of which the derailment of the train is caused to actuate the extinguisher, and at the same time re* lease the air in the brake system in case this has not been done before. Fig. 3 is a section of the valve and air-passages, taken at right angles to the section shown in Fig. 2. Fig. 4:

is an enlarged sectional view of my preferred.

device for causing the air liberated from the air-brake system by the action of the derailment tripping-rod to actuate a lever connected with the valve of the water-reservoir; and Fig. 5 shows in section the valve of the water-reservoir, showing also the levers directly connected with and operating it.

A is the car-body; B, a car heater or stove; O, a pipe opening into and forming part of the air-brake system; D, a reservoir secured on pipe O, and having a valve, (Z.

O is a pipe, preferably flexible, leading from reservoir D to the derailment-trip.

E is the equalizing-bar of the car-truck; F, a bracket attached to the equalizing-bar, and serving to sustain the tripping-rod and valve of the derailment -brake and extinguisheractuator.

G is the tripping-rod; H, the rail.

g is a spring-pawl, which, when the rod G is raised, springs into a detent in or on the rod and prevents it from falling back to its normal position.

g is the upper end of the tripping-rod G, and is shaped so as to allow the air to escape freely into the passage when the valve is open.

f is a section of tubing adapted to connect with the pipe 0, and having a valveseat, f, in it.

f is a branch extending from the tube f below the valve-scat f. i

G is a valve; 1, a pipe leading from the branch f to the cylinder J, which is secured to the bottom of the car.

K is an opening in the lower part of the cylinder J.

L is a piston M, a rod connected with the piston, and hinged to a lever, N, having a fulcrum, a, secured to the car-body, and hinged at its other end to a rod, 0.

0 are ratchet-teeth on rod 0, and o a pawl adapted to engage with teeth 0.

P is a lever secured at one end to rod 0 and at the other to a turning valve, R.

S is a water-tank secured to the car above the fire-level of the heater B T, a pipe or conduit leading from the tank S to a point Within the stove or heater above the fire.

U is a rose on the end of pipe T.

The trippin g-rod, with its supports, and the valve actuated by it, which are shown in the drawings, are of themselves old, being substantially the same as is described in my pat ent, No. 341,573, of May 11, 1886, with the ex 5 ception that instead of allowing the air to escape freely when the valve at the end of pipe 0 is open, I here cause it to enter the pipe I through the passage f I cause the air passmg into pipe I to be led to some device for giving motion, shown here by the cylinder J with its piston L, said piston being pressed down by the air-pressure until it passes below the opening K, through which the air can freely escape to effect and maintain the setting of the brakes. The downward motion of the piston causes the lever N to turn on its supporting-fulcrumn and to raise the rod 0, which in turn, acting through lever P, turns the cock or valve R and allows the water in tank S to run down through pipe T into the heater and upon the fire, the rose U at the end of pipe T serving to distribute the water generally over the fire. The engagement of the pawl 0 with the ratchet- 2 5 teeth 0 prevents the rod 0 from falling, and

insures thatthe cock R shall remain open and allow all the water in the tank to run into the heater.

In case the air brake system has been emptied before the car A left the track there 3 5 the derailment-trip, the mouth of the entrancepipe 0 being provided with a valve, d, which oifers no resistance to the passage of air from the supply system, but closes when the air in these pipes is allowed to escape in the usual way, thus maintaining in the reservoirasupply of compressed air sufficient to operate the extinguisher at all times.

While in the foregoing description I have set forth the construction and arrangement of parts that seem to me most desirable for the attainment of the purposes of my invention, yet I wish to be distinctly understood as not limiting myself to the particular structure and location of the same as shown and described, but as contemplating as occasion may require the employment of such equivalents therefor as fairly fall within the scope and spirit of my invention.

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

1. The combination of a water-tank having an opening leading into a car-heater closed by a valve, mechanism adapted to open said tank-valve, a compressed-air motor actuating the valve-opening mechanism, a pipe leading from the air brake system to said motor, a valve closing said pipe or conduit, and a tripping rod or device adapted to open said valve in the event of the derailment of the train,

all substantially as and forthe purpose specified.

2. The combination of a Water-tank having an opening leading into a car-heater closed by a valve, mechanism adapted to open said tank-valve, a compressed-air motor actuating the valve-opening mechanism, a pipe leading from the air-brake system to said motor, a valve closing said pipe or conduit, a reservoir situated between the air-brake system and the said valve, having a Valve arranged, as specified, to prevent the exhaustion of the air when the brakes are set, and a tripping rod or device adapted to open said valve in the event of the derailment of the train, all substantially as and for the purpose specified.

3. The combination of a water-tank having an opening leading into a car-heater closed by a valve, mechanism adapted to open said tank-valve, a compressed-air motor actuating the valve-opening mechanism and having an opening situated so as to permit the free egress of the air when its movement is completed, a pipe leading from the air-brakesystem to said motor, a valve closing said pipe or conduit, and atripping rod or device adapted to open said valve in the event of the derailment of the train, all substantially as and for the purpose specified.

4. The combination of a Water-tank having an opening leading into a car-heater closed by a valve, mechanism adapted to open said tank-valve, a compressed -air motor actuating the valve-opening mechanism, and having an opening situated so as to permit the free egress of the air when its movement is completed, a pipe leading from the air-brake system to said motor, a valve closing said pipe or conduit, a reservoir situated between the air-brake system and the said valve, having a valve arranged as specified, to prevent the exhaustion of the air when the brakes are set, and a tripping rod or device adapted to open said valve in the event of the derailment of the train, all substantially as and for the purpose specified.

5. In a fire-extinguishing apparatus for railway-cars, the combination of the air-brake system with a conduit leading to a compressedair motor and closed by a valve, a trippingarm resting on abracket secured to the equalizing-bar of the car-truck and arranged to open said valve in case of derailment, a watertank closed by a valve, and mechanism connecting the motor and the valve of the watertank, substantially as and for the purpose specified.

6. In a fire-extinguishing apparatus for rail- Way-cars, the combination of the air-brake system with a conduit leading to a compressedair motor and closed by a valve, said conduit being provided with a reservoir having a valve which permits air to pass from it only in a direction away from the brake system, a tripping-arm resting on a bracket secured to the equalizing-bar of the car-truck, and arranged in case of derailment to open the valve which closes the conduit, a water-tank closed by a valve, and mechanism connecting the motor and the valve of the water-tank, substantially as and for the purpose specified.

7. In combination with a conduit leading from the air'brake system, a valve closing the same, a tripping-arm arranged to open said valve in case of derailment, a cylinder connected to said conduit and secured to the carbody and having an opening in its lower side, a piston moving in said cylinder, a water-tank connected with a car heater by a conduit closed by a valve, and mechanism connecting said valve and said piston, substantially as specified, so that the operation of the trippingrod first opens the valve of the water-tank, and then allows the air to escape from the air-brake system.

8. In combination with a conduit leading from the airbrake system, a reservoir situated in said conduit having a valve which permits the air to pass from it only in the direction away from the air-brake system, a valve closing the same, a tripping-arm arranged to open said valve in case of derailment, a cylinder connected to said conduit and secured to the car-body and having an opening in its lower side, a piston moving in said cylinder, 'a water-tank connected with a car-heater by a conduit closed by a valve, and mechanism connecting said valve and said piston, substantially as specified, so that the operation of the tripping-rod first opens the valve of the watertank, and then allows the air to escape from the air-brake system.

9. In combination with a conduit leading from the air-brake system, a valve closing the same, a tripping-arm arranged to open said valve in case of derailment, a cylinder, J, connected with the conduit aforesaid, an opening, K, formed in said cylinder, a piston, L, working in the cylinder, at water-tank, a conduit leading from said tank, a valve, R, closing said conduit, and actuating-rods M N O P, connecting the piston L and valve R.

10. In combination with a conduit leading from the air-brake system, a valve closing the same, a tripping-arm arranged to open said valve in case of derailment, acylmder, J, con nected with the conduit aforesaid, a piston, L,

working in the cylinder, a water-tank, a conduit leading from said tank, a valve closing said conduit, a piston-rod, M, a hinged lever, N, secured at one end to rod M, a connectingrod, 0, secured to the other end of lever N, and having detents 0 secured upon it, a valveactuating rod, P, secured to the free end of rod 0, and a pawl, 0, placed to engage the detents 0 of rod 0 and prevent it from falling and closing the valve after being raised.

11. In combination with the air-brake system of a railway-car, a conduit, 0, leading from the brake system, a bracket, F, forming the support for a derailment-trip, the tube f, formed on said bracket, connecting with con duit C and containing a valve-seat, the branch tube f situated on said bracket below the valve-seat, the conduit 1, connected with tube f a valve, G, and the tripping-rod G, supported in bracket F, and having its head g contracted or slotted, so as to trip the valve and leave the passage ff freely open in case of accident.

12. In combination wit-h the air-brake system of a railway-car, a reservoir, D, having valve 01 connected with the brake system, a conduit, 0, leading from the reservoir D, a bracket, F, forming the support for a derailment-trip, the tube f, formed on said bracket, connecting with conduit 0 and containing a valve-seat, the branch tube f situated on said bracket below the valve-seat, the conduit 1, connected with tube f a valve, G, and the tripping-rod G, supported in bracket F, and having its head g contracted or slotted, so as to trip the valve and leave the passage f f freely open in case of accident.

SAMUEL H. HARRINGTON.

Witnesses:

E. A. DAWSON, FRANK L. BARTON.