US410177A - System for heating cars - Google Patents

Description

(No Model.)

J. 'F. MOELRQY. SYSTEM FOR HEATING CARS.

Patented Sept. 3, 1-889.

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UNITED STATES PATENT OFFICE.

JAMES F. MCELROY, OF LANSING, MICHIGAN.

- SYSTEM FOR HEATING CARS.

SPECIFICATION forming part of Letters Patent No. 410,177, dated September 3, 1889.

Application filed March 10, 1387. Serial No. 230,134,0- (No model.)

To all whom it may concern.-

Be it known that I, JAMES F. MCELROY, of Lansing, in the county of Ingham and State of Michigan, have invented new and useful Improvements in Systems for Heating Cars; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form a partof this specification.

This invention relates to certain new and useful improvements in apparatus for utilizing exhaust or waste steam for heating pur= poses.

The invention is especially designed for heating railway-cars by means of the exhauststeam from the locomotive when the latter is working, also by the employment of live steam from the locomotive when the latter is not at work but is carrying steam, and also for heating a car when the same is detached from a train by a hot-water circulation kept up byfire.

The invention consists in the peculiar construction of the various parts, their arrangement with relation to each other, and their combination with each other and with the parts of a railway-train, all as more fully hereinafter described and claimed.

Figure 1 is a side elevation of a locomotive, tender, and car, the latter being in section. Fig. 2 is a detail elevation showing the receiver for exhaust-steam and its connections with a trap in section for removing the water of condensation. Fig.3 is a sectional elevation of the hot-water-circulating heater and its connections. Fig. at is an enlarged sectional detail showing the construction of the pressure regulator upon the exhauststeam receiver. Fig. 5 is a detail of an airvalve in section.

In the drawings which accompany this specification and form a part thereof, A represents alocomotive, B the cab, O the tender, and D a railway-car, all of the usual construction.

A is a metallic tank secured to any convenient part of the locomotive A, and is designed to receive the exhaust from the cylinders through a pipe-connection B.

G is a pressure-regulator attached to the tank A, and is adapted to control the ad- .mission of live steam to such tank when the inlet, and B the connection to the eXhaustreceiver tank A.

C" is a diaphragm secured in place on the top of the regulator-case by means of a cap E.

D is a valve located upon a stem E, such stem being secured to the center of the diaphragm in such manner that the distention or retraction of such diaphragm will actuate the valve D and compel it to close or disclose its seat. This stein passes down through the bottom of the case and through a suitable stuffing-box G, and has upon it a spiral spring E, adapted to counteract the boiler-pressure through the inlet A on the diaphragm O, and consequently on the valve D. This spring should be so arranged as to be regulated to the pressure required.

II is a pipe connecting with the tank A, and is designed to convey the steam from .suchtank to the cars to be heated through any suitable connections which will join the ends of the pipe H to theend of the pipe H on the next car. Any of the known flexible hose-jointssuch as are employed in steam or air brake systems may be employed. This pipe H H may be supplied with a trap or traps E through which the water of condensation escapes, or may be removed and discharged on the ground. This trap may be of any of the known constructions which will answer the purpose. The one shown in section in Fig. 2 is constructed as follows: A chamber 0 has at its lower end a spider d, above which is situated a valveseat a, dis closing the entrance to the discharge-pipe.

fis another spider near the top of the cham her, and g is a float-valve upon the stem 71., for which the two spiders referred to form guides. When properly connected with the steam-pipe, the water of condensation will fill the chamber, float the valve, and open the discharge.

ICO

D is a back-pressure or safety valve located in the pipe H for the escape of steam when the pressure in the pipes of the system reaches a fixed point.

The pipe H takes the steam from the pipe H through the intermediate connections and conducts it to the heaters, one of which is shown in vertical central section in Fig. 3.

This heater is constructed as follows: A is a boiler having a furnace E feed-door H and ash-pit 1. A flue F affords communication between the furnace and the smokepipe G and passes through the boiler.

K is a pipe-coil passing through the water-space C of the boiler and surrounding the flue. It is connected at its highest end with the supply-pipe H through the branch L, while its lower terminal connects with the pipe B, which leads to a trap, (not shown,) through which the water of condensation is discharged.

0* is a pipe entering the lower end of the water-space of the boiler, and is connected with a pipe or pipes X,which is led about the car, as in all systems of hot-water circulation, and then is led back to a connection with the boiler near the upper end of the Waterspace thereof, as shown at D.

J is an air-valve located in the pipe B as shown. The construction of this valve is better shown in detail at the right of Fig. 3.

In practice, the apparatus being arranged in place and connected substantially as described, and the train in motion, the exhauststeanl enters the receiving-tank and passes through the pipes H and H into the coil K in the boiler. This boiler being filled with water, the steam soon raises the temperature of the water to set it in motion and establish a circulation through the car, which will be kept up so long as the engine is running and furnishing exhaust-steam. Should the train not be in motion from any cause for a length of time sufficient to allow the car to become too cold, the engineer will by the means described admit live steam to the pipe H, and this will be cut off as soon as the locomotive goes to work again and furnishes exhauststeam.

Occasion might require that the car be heated when not connected so as to get either live or exhaust steam from the engine. To meet this exigency, the boiler is constructed, as described, with a furnace, feed-door, &c., so that it may be used with a fire.

No claim is herein made to the combination, with a car, of a system of circulatingpipes within said car, and two heaters, both in operative contact with said circulating system or branches thereof, and adapted to be operated simultaneously or separately for imparting heat thereto, this being claimed inmy application, Serial No. 230,339, filed of even date herewith and at present in interference.

What I claim as my invention is The combination, with the locomotive and the tank A, secured thereto and connected at one end with the exhaust and at the other with the live-steam space of the locomotiveboiler, of a hot-water-circulating heater, a pipe H H, connected with said tank and heater, a pressure-regulator in the connection between the tank and the live-steam space, and a safety-valve in the pipe H, substantially as and for the purpose specified.

JAMES F. MOELROY.

WVitnesses:

L. C. BUTLER, LUTHER ANDERSON.

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