US435199A - Island - Google Patents

Description

(No Model.) '2 sheets-sheen 1.

W. AMOS. COMBINED HEATER AND SPARK GONVEYER FOR RAILROAD GARS.

No. 435,199. Patented Aug. 26,11890.

(No Model.) Y 2 sheets-sheet .2.

. `WAMOS.. l GOMBINBD HEATER AND SPARK GONVBYER FOR RAILROAD GARS;

No. 435,199. Patented Aug. 26, 1890.

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PATENT Orf-rica;

WILLIAM AMOS, OF PROVIDENCE, RHODE ISLAND.

COMBINED HEATER AND SPARK-CONMEYER FOR RAILROAD-CARS.

SPECIFICATIONormng part of Letters Patent No. 435,199, `dated August 26, 18920. Application tiled March 15, 1.889. `Serial No. 303,470. (No model.)

To all whom t may concern/c Be itknown that I, WILLIAM AMos, a citi- 'Zenofv nieunited states, residing at Providence, in the State of Rhode Island,have in-` vented a new and useful'lmprovement `in Combined Heater and Spark-Conveyer for Railroad-Cars, of which the following is a specification.

The great danger of iire and consequent loss of life in the case of arailroad accident makes it desirable to provide a substitute for the car-heating stoves heretofore employed; and it is also desirable to be able to prevent the sparks from flying into the cars through the open doors or windows.

It is the object of my invention to furnish a practicable device, by means of which the sparks from the furnace of the locomotive can be conveyed to the `rear of the train, and the passenger-cars of` the train can be properly heated from the exhaust-steam and the escaping products of combustion from the locomotive.

My invention consists in the combination,

with the smoke-stack of the locomotive, of a jointed pipe extending to the rear of the train over and through the top portion of the car and provided with joints between the several cars to permit the required angular movement when turning around a curve in the track, and to allow for the necessary vibration of one car with another, and a swinging Valve for optionally directing the exhaust-steam and the products of combustion either through the said jointed pipe or through the smoke-stack.

My invention also consists in the improved arrangement for regulating the heat in the car, and in a combination with loose guides, springs, and collars for supporting the pipesection, which passes through the car, as hereinafter fully set forth.

Figure l represents an elevation of a locomotive and train of cars provided with my improvement. Fig. 2 represents a detail view of the ceiling of a railroad-car, showing the under. side of the box which surrounds the heating and conveying pipe. Fig.. 3 represents a detail side View of the box which surrounds the heating and conveying pipe under the monitor-roof of the car, the said roof being shown in section. Fig. 4 is a detail transverse section ofthe upper part of a car,showinglateral discharge-pipes extending outward from the main pipe.4 Fig. 5 is an enlarged elevation of the forward partof the, locomotive. Fig. 6 is an enlarged detail section showing the valve for changing thedirection of the exhaust either through the heating pipe or through the smoke-stack. Figs. 7 4,and

8 are enlargeddetail views showing the guide 6o for loosely supporting thq, pipe-section which passes through the car.

In the accompanying drawings, A is the locomotive, B the tender, and O C the Vpassenger-cars of the train.

To the base of the smoke-stack D of ythe locomotive, and at an acute angle with the same, is attached the heating andconveying pipe E, which passes rearward over the tender, thence over the main roof j of` the first car O, and 7o under the monitor-roof f `of the same, thus reaching the interior of the car for heating purposes. The exhaust-steam and the products of combustion from the furnace of the locomotive-boiler can be made to pass either directly into the atmosphere through the smoke-stack D, or rearward through the heating and conveying pipe E, by. means of the Valve F, which is shown in the enlarged section, Fig. 6, the said valve being formed of a 8o fiat plate attached to the rock-shaft a, which is located at the angle formed by the j unction of the pipe E with the smoke-stack D, and to the outer end of which is secured the arm b. The shaft ct is connected to the handleverc in the cab of the locomotive by means of the rod d, so that the engineer, by moving the hand-lever c, can direct the exhaust-steam and heated products of combustion, as desired, either wholly through either the heat- 9o ing and conveying pipe E or the smoke-stack D, or partially through both, in which latter case the valve will be set at the intermediate point, as shown in Fig. 6. The engineer can thus control the amount of exhaust-steam and products of combustion to be delivered to the pipe E for car-heating purposes; and

`in carrying out this part of my invention I prefer to carry the jet-pipe @for the exhauststeam nearer the base of the smoke-stack `D Ioo than has been common heretofore, as shown in Fig. 5, the exhaust-pipe being represented by dotted lines, and the valve F is so arranged that its lower edge can be swung from side to side over the opening in the jetpipe c at the will of the engineer, thus directing the jet of steam in either direction Without materially retarding its velocity. The pipesection m extends under the monitor-roof f of the car, and is loosely held at its -ends by means of the annular guides g g, which fit around the said pipe and are attached to the main roof j. At each side of the fixed guide g and around the pipesection m is placed a spiral spring 7L, which is held between a collar t' and the said guide,-and by means of the said guides and the oppositely-arranged collars and springs proper allowance will be made for the expansion and contraction of the pipe m, and the said pipe will be properly held in position upon the car.

The coupling-joint G, between the cars C C, is formed by means of the enlargements n upon the pipes m, which are provided with the flanged rings p for holding the coupling-pipes, the coupling-pipe m provided with the enlargement n', andl the coupling pipe m adapted to enter the enlargement n of the pipe m, the said coupling-pipes being supported froii the roofyl of the car by means of the pipe-holding guides II.

The locomotive-tender B is provided with a Xed pipe m0, and the coupling G', between the tender B and the forward car G, is formed with acoupling-pipem", upon which is placed vthe' movable sleeve n, which, when moved forward and secured in position by suitable means, will serve to form a bell-shaped enlargement to receive the forward end of the coupling-pipe m of the car C, the said coupling-joints G and G being shown, described, and claimed in my Letters Patent of the United States No. 420,220, to which reference is made for a fuller description of the same.

The pipe m passes through the upper part of the car, immediately under the monitorroof f, and is inclosed in a box I, the said box being provided at its under side with a series of registers c', which may be opened or closed at pleasure to supply the proper amount of heat to the interior of the cai-,and other registeropenings c may be made upon the ver-A laterally from the main conducting-pipe 'mj when not needed for the purpose of heating the car.

1. The combination, with the locomotive smoke-stack and the jointed heating and conveying pipe extending rearward through the car and joined to the smoke-stackat an acute angle, of the jet-pipe for the exhaust-steam, and the valve pivoted at the angle between the smoke-stack and the heating and conveying pipe and adapted to have its lower edge swung from side to side over the dischargeorifice of the jet-pipe, substantially as described.

2. A railway-car provided with a heating and conveying pipe passing through the car and loosely held by the iiXed guides attached to the car, and having the springs and the attached collars at opposite sides of t-he iixed guides, substantially as described.

. WILLIAM AMOS.

Witnesses:

JOHN S. LYNCH, SOCRATES ScHoLFiELD.

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