US417390A

US417390A - Charles l

Info

Publication number: US417390A
Authority: US
Publication date: 1889-12-17
Anticipated expiration: 1906-12-17

Description

G. L. KLINE. GAR HEATING SYSTEM.

(No Model.)

P tented Dec. 17. 1889.

oon

LiL-f,

, -2 is a diagram with some details.

UNITED STATES PATENT OEEICE.

CHARLES L. KLINE, OF NEW YORK, N. Y.

`CAR-HEATING SYSTEM.

SPECIFICATION forming part ef Lettere Patent No, 417,390, dated :December 17,1889.

Application iiled November 14, 1888. Serial No. 290,838. (No model.)

To @ZZ whom it may concern.-

Be it known that I, CHARLEs L. KLINE, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements i-n Oar-Heating Systems; and I do hereby declare the following to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains to make and use the same.

The object of my invention is, broadly, to provide means for heating and Ventilating railway-cars. In carrying out this object I locate on the locomotive a blower and a suction-pump and connect them separately with a pair of pipes which run back through the cars. The pipes are joined at the rear of the train. On their way to the cars one of them traverses the fire-box of the locomotive, and

` as they go through the cars they are connected with suitable radiators and valves.

`A second part of my invention relates to a novel arrangement at the radiators, whereby heat may be given out while the train is at a standstill, as when at a siding or elsewhere.-

I have illustrated my invent-ion in the accompanying drawings, in which- Figure lis a part elevation and part scction of a locomotive and a vertical section of a car having my system applied thereto. Fig. Fig. 3 is a detail view of a radiator, showing connections -with air-compressor and main supply-pipe.

In the drawings, A is the blower, and B the suction-pump, the two having a common shaft and being connected by a belt with the rear axle on the forward truck of the locomotive.

O and D are pipes connected to the blowerl and pump, respectively, both by extending back with suitable couplings through the train, and the former extending in a coil through the locomotive fire-box E. In the cars the pipes are shown communicating with radiators F F, and to both pipes are joined valves H H, having perforated globes h h for admitting hot air to the cars. These valves and globes are preferably located under .the car-seats. The pipes are joined at the rear of the train bya connecting or coupling pipe I. An injector J is provided, which is joined to the pipe C and to I some part of the steambox of the boiler, preferably the dome. The object of the injector is to supply a current when the locomotive-axles are not running.

Referring to Fig. l, it will be seen that the radiators are surrounded by boxes K. Each bo'x is air-tight and communicates by a pipe L with an air-compressor of any suitable construction and with any suitable means of operation. A short pipe N with a stop-cock n in it joins the box to the pipe C. Now, when the train approaches a station where it will be detained for a considerable period, air is forced into these boxes, and stop-cocks Z between the boxes and the air-compressor are then shut oft'. Then when the train is stopped and the cars begin to cool stop-cocks O and P in the main pipes at t-he end of the cars are closed and the stop-cock n is opened. Each car is thus supplied, temporarily at least, with heated air throughout its length, and is rendered independent of the main heating system and the other cars.

The radiators are located within the airtight chambers K for the purpose of heating the air therein, which serves as a reserve supply to be used'when the blower is not in use, as when the train is at a standstill.

Assuming, now, that thecars are at a standstill and cold, the operation of my invention is as follows: Upon the starting of the locomotive the blower and suction device are put in operation by means of the connection between them and the rear axle ,of the forward truck. The blower forces air backward through the train, it first passing through thev IOO dent that the system serves the purposes of ventilation as well as heat. The suctionpump is also employed to re enforce the blower, it being placed where the force of the blower would be weakest, owing to distance and to condensation through cooling.

The connection between the shaft of the blower and suelion-pump and the axle of the locomotive-truck may be made by means of pulleys or gearing as well as by a belt.

Having now deseribed my invention, what I claim is- 1. In a ear-heating system, a radiator within the ear connected with a system of pipes, an air-tight box surrounding the radiator and comn'lunieating with an air-eompressor separate from the main system of pipes, and a pipe outside the box which connects it with the main system, the said pipe boing provided with a stopeock.

2. In a ear-heating syst-e111, a radiator within the ear connected with a system of pipes, an air-tight box surrounding the radiator and communicating with an air-compressor sepw rate from the main system of pipes, and a pipe outside the box which connects it with the main system, the said pipe being provided with stop-cocks, all in combination with stopeoeks in the main pipes at the ends of each car, as and for the purpose set forth.

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

CIIARL 2S 'L KLINE.

\Vitnesses:

G, 1I. STOCKBRIDUE, FRANK KLINE.