US432349A - Car-heating apparatus - Google Patents

Description

t e e h S s t e e h S 2 Nu m d O M O m Patented July 15, 1890.

WITNEEEEE.

(No Model.) 2 Sheets-Sheet 2'. A. B. WILSON.

GAR HEATING APPARATUS.

Patented Jul PATENT ALEXANDER B. VYILSON, OF BOSTON, MASSACHUSETTS.

CAR-HEATING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 432,349, dated July 15, 1890.

Application filed September 2, 1889. Serial No. 322,706. (No model.)

To all whom it may concern: 7

Be itknown thatI, ALEXANDER B. WILsoN, of Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Car-Heating Apparatus, of which the following, taken in connection with the accompanying drawings, is a specification.

This invention relates to a class of heating apparatus for railway-trains in which heated I air is driven through a pipe from the locomotive and distributed in the several cars of the train.

The object of my invention is to provide apparatus of a practical nature, applicable to existing cars and locomotives, and at the same time sufficiently simple and inexpensive to warrant its general adoption.

The features peculiar to my system comprise a chamber or a series of two or more chambers connected to each other by suitable couplings and located within the fire-box of the locomotive near its upper surface, an airpump or blower for forcing air through such chambers, a train supply-pipe for carrying the air so heated to the several cars of the train, and perforated branch pipes in each car, furnished with valves for distributing and controlling the heated air. These features are more fully set forth in the following description, and illustrated in the drawings hereto annexed, a simple change in means being also disclosed for furnishing supplies of cold air to the several cars in summer time.

In the drawings, Figure 1 is a side elevation of a locomotive, tender, and car, showing pump and air-pipes to and from the fire-box. Fig. 2 is a bottom plan view of the same. Fig. 3 is a horizontal section of the fire-box and a plan of the air-chamber, and Fig. i a vertical section of the same. Fig. 5 is a detail in perspective of one of the air-chambers. Fig. (3 is an end elevation of the air-pipes, showing their relation to the car. Fig. 7 is a detail of the branch pipes, showing perforations.

A A, Figs. 3 and 4, represent the side walls of the fire-box, and B its top or the crown-- sheet of the boiler. C O are air-chambers, preferabl y hollow castiu gs, placed transversely across the upper part of the fire-box a little distance from each other and somewhat below the crown-sheet, so as to give the flames access thereto. These sections are connected into one continuous chamber by couplings D, placed alternately at opposite sides and ends of the several sections, and having right-hand and left-hand screw-threads or other proper means of joining them detachably, so that one or more of the sections or chambers C may be removcd,if required, and others substitutedwithout disturbing the remaining ones. The chamber 0 will be supported upon brackets E or other projections from the walls A, or by hooks depending from the crown-sheet, provision being made for expansion and contraction, as required.

F represents an air-pump, driven by steam from the locomotive, and serving to force a constant current of fresh air through the chambers O and their couplings D, and then through the air-supply pipe H rearwardly to the several cars. the pipe G, properly heated in its passage through the several chambers and forced along the air-supply pipe, is distributed in each car by means of branch pipes I,perforated at intervals with countersunk holes 71, and furnished at each end of the car witha valve J, Figs. 2 and 6, by which the current may be wholly or partially cut off from any given car when desired. The perforations will be on the under side of the pipes, by preference, and may be arranged in groups of three or more under each seat, the countersinking preventing any perceptible puff or jet of air or any noise from its escape under pressure.

By my system an abundantsupply of fresh air is delivered within the cars, displacing and driving out the foul air, and being constantly renewed, thus giving efficient; ventilation. In warm weather, when artificial heat is not. required, the current through the chamber O is cut off and caused to pass instead through a cold-air pipe 9 direct to the main supply-pipe II, and thence to the cars. Cocks K h at either side of the air-pump direct the current as desired. W'hen both are open, the current is divided and the part not passing through theheating-chambers 0 moderates the temperature of that which has so passed when they reunite beneath the cab, and, since the volume of each current is easily regulated by its cook, the temperature is un der complete control and may be varied ae- This air-current, entering ICO cording to the state of the weather. Besides this, the valves J in each ear permit the amount of air entering through the pipesl to be regulated.

I claim as my invention The series of transverse air-chambers O in the upper part of the fire-box, the right and left hand couplings D, which unite adjacent chambers, and the supporting hangers or brackets E, each adapted to support one end of a chamber and to permit insertion and removal thereof, in combination with the airpump F and pipe G forforeingcold air through

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