US423837A - Apparatus - Google Patents

Description

(No Model.) 2 Sheets-'Shania l. l

D. J. TMLIN. GAB, HEATING APPARAATUS.l

No. 423.837. A' Patented Mar. 18, 1890.

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GAB. HEATING APPARATUS.'

No. 423,83'7. lPentented Mar. 18', 1890.

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UNITED STATES PATENT OFFICE..

DAVID J. TIMLIN, OF BELLEVILLE, ILLINOIS, ASSIGNOR TO THE TIMLIN- HEIDINGER OAR HEATER AND ILLUMINATOR COMPANY, OF SAME PLACE.

oAR-HEA'HNG APPARATUS.

SPECIFICATION forming part of Letters Patent No. 423,837, dated 'March 18, 1890.

Application filed January 7, 1889. Serial No. 295,674. (No model.)

To a/ZZ whom, it may concern:

Be it known that I, DAVID J. TIMLIN, of Belleville, in the county of St. Clair, State of Illinois, assignor to THE TIMLiN-HEIDINGER CAR HEATER AND ILLUMINATOR COMPANY, a corporation organized under the laws of the State of Illinois, have invented a new and useful Improvement in Oar-Heating Apparatus, of which the following is a full,clear, and exactdescription, reference being` had to the accompanying drawings, forming part of this speciiication.

Thisinvention relates to car-heaters, and more particularly to an improvement upon the apparatus for heating cars for which Letters Patent of the United States, No. 387,124, were granted to myselfl and Quito B. Heidinger on July 31, 1888.

The object of the present invention is to provide a means whereby the Water of condensation in the radiating-pipes may be returned to the steam-reservoir for use when the steam-reservoir is employed to generate steam to supply heat toa carorcars detached from the locomotive. As described Vin the patent above mentioned, the apparatus contains no provision of this nature and requires the introduction of feed-Water by a separate procedure before the detachment of the cars, either by a supply from the locomotive or from another source. I have found that this construction is subject" to improvement, because of the delay accompanying the change from the use of the steam-reservoir to a steamgenerator, as Well as because of the drain upon the Water-supply and other causes.

With a View to improving` the patented apparatus my invention consists in providing a supplemental reservoir or tank having a pipeconnection With the steam-heating pipe to- Ward its eXtreme end and a pipe-connection with the steam-reservoir above and below the Water-line thereof When used as a boiler, whereby the water of condensation shall be forced by the steam-.pressure in the steampipe into the supplemental tank or reservoir, and whereby steam from the steam reservoir or boiler may be admitted into the supplemental tank, and the Water of condensation may be fed from the supplemental tank to the steam-boiler in proper quantity and With desirable uniformity.

My invention alsoconsistsin the details of construction and combination of parts, all as hereinafter more fully set forth.

In the drawings, Figure I is a perspective View of the apparatus mounted upon a rail- Way-car. Fig. II is a vertical detailed View, partly in section, representing, on an enlarged scale, the parts of the apparatus to Which my improvement more particularly relates, and Fig. III is a horizontal section on the line ou 0c, Fig. II, showing in detail the arrangement of the detachable burner.

Except as hereinafter explained, the construction and arrangement of steam-reservoir 10, steam-connection 8 With the locomotiveboiler, radiating-pipes 15 and 18, trap, and other parts of the general apparatus, which are also found in the said Letters Patent, are identical in my improvement, and so far as possible I have, for convenience, indicated the parts by similar reference-figures. To the extent that such parts are used theirfunction and operation are the same as in the said patent.

I prefer to construct the steam-reservoir 10 With several smoke-iiues 29, and With a coml bustion-chamber underneath to permit the introduction of a grate 37, and a removable 4gas or vapor burner 23, as Well as the provision of an ash-pit 3G. By making the burner 23 removable through thelnedium of a screwthreaded joint 35, I provide for the use of either gas or vapor or solid material as fuel. The opening through which the burner is connected with the supply-pipe maybe closed by a plug when the burner is removed, and the supply of gas or vapor to the burner may be controlled by a stop-cock 34.

Near the end of the radiating-pipes 15 18, I provide a valve 38,- to close communication between the pipe and trap.

Suitably supported, preferably contiguous to the reservoir 10, is a tank A, made preferably of boiler-iron, the purpose of which is to receive the Water of condensation and supply the same, as required, to the reservoir 10. A

pipe 39 connects the radiating-pipe above the valve 3S with the upper part of the tank A. I prefer to make the pipe 39 comparatively small in diameter--say one-fourth inch--when the radiating-pipes are an inch and a half, or larger, and I provide a check-valve upon the pipe near its connection with the tank A. A short pipe 44, controlled by a valve 45, leads from the upper part of the reservoir 10 to the upper part of the supplemental reservoir or tank A, and a similar pipe 42, controlled by a valve 43, leads from the lower end of the tank A to the lower part of the reservoir l0 below the water-line therein.

I prefer to employ alantern-gage 4l, of common construction, upon the tank A, to indicate the level of the water in both the tank A and reservoir 10, although it is apparent that other means-such as try-cocksmay be used.

rlhe operation is as follows: rlhe car being connected with the locomotive and steam supplied by the latter 1o the reservoir l0 through pipe 0, the valves 38, 43, and are closed, whereupon the water of condensation, which would otherwise run into the trap, is forced by the steam-pressure in the pipe l5 through the pipe 39 into the tank A, where it may remain until needed. Upon the detachment of the ear from the locomotive and the shutting off of this steam-supply a fire may be built or the burner ignited in the combustion-chamber and the valve 43 opened, admitting water from the tank A into the reservoir l0, which then becomes a boiler. rthe lanterngage on the tank A, the latter being about the level of the boiler l0, serves to indicate the height of water in the boiler aswell as in the tank A. The valve 45, controlling the pipe 44, leading into the steam-space of the boiler, may be opened to admit live steam into the tank A, to assist by its expansion the introduction of water from the tank to the boiler, and to form, upon its condensation and the closing of the valve 45, a vacuum in the upper part of the tank A, thus materially assisting the steampressure in the pipe 15 in forcing the water of condensation through the pipe 30. The last-mentioned feature is ono of great importance in practice7 because by accelerating the withdrawal of the water of condensation from the pipe it removes the obstruction to the heating steam,which therefore maintains a higher temperature when in the furthermost partsof theradiating-pipes and affords greater uniformity in the temperature ot the car.

The improvement herein described does not in any manner interfere with or prevent the operation of the apparatus described in the said Letters Patent above mentioned in the manner there described whenever it may be desired. As there provided, the initial supply of water to the reservoir IO for generative purposes may be furnished by the locomotive,

the tank A being used to maintain a suticient supply of water in the boiler'. It may be desirable to use an automatic check-valve of common construction in the pipe 42, either in place of or in addition to the valve 43, whereby the supply otl feed-water from the tank A to the boiler 10 may be rendered automatic. The supply of steam to the reservoir IO may, of course, be derived from any other suitable or convenient source than the locomotive, it desired.

that I claim as my invention, and desire to secure by Letters Patent, is

l. In a steanrheater, the combination, with a reservoir or storage-chamber having a suitable combustion-chamber, of a supply-pipe connecting the storage-chamber with the locomotive or other source of supply, a reservoir for water of Y condensation, valved pipes which connect the storage-chamber and reservoir both above and below the water-lines of said chambers, a radiating-pipe leading from the storage-chamber, and a valved pipe which connects the lowest point of said radiating-pipe with the reservoir for water of condensation, substantially as and for the purposes described.

2. In a steam-heater, the combination, with a reservoir or storage-chamber having a suitable combustion-chamber, of a supply-pipe connecting the reservoir with the locomotive or other source of supply, a reservoir for water of condensation, valved pipes which oonnect the storage-chamber and reservoir both above and below the water-lines of said chainbers, a radiating-pipe leading from the storagechamber, a valved pipe which connects the lowest point of said radiating-pipe with the reservoir for water of condensation, and a watertrap at the end oi' the radiating-pipe, substantially as and for the purposes described.

In a steam-heater, the combination, with a reservoir or storage-chamber having a suitable combustion-chamber, of a supply-pipe connecting the reservoir with the locomotive or other source of supply, a reservoir for water of condensation, valved pipes which connect the storage-chamber and reservoir both above and below the water-lines of said chambers, a radiating-pipc`leadingfrom the storagechamber, and a valved pipe which connects the lowest point of said radiating-pipe with the reservoir for water of condensation, a water-trap connected by a valved pipe with the end of the radiating-pipe, and a watergage for indicating the level of the water in the two chambers, substantially as and for the purposes described.

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

DAVID J'. TIMLIN. Witnesses:

GUs'rAv DECKER, Wu. l. DE (JAEN.

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