US513407A - Car-ventilator - Google Patents

Description

(No Model.) A A MILLER GAR VENTILATOR.

-f Patented Jan. Q3, 1894,

JIaZZer By M Q ATTORNEYS- NVENTOH flZexander/i MTNESSES:

ALEXANDER A. MILLER, OF GOLDSBOROUGI-I, NORTH CAROLINA.

CAR-VENTILATO R.

SPECIFICATION forming partof Letters Patent No. 513,407, dated January 23, 1894.

Application filed July 26, 1893.

To aZZ whom it mayconcern:

, Be it known that I, ALEXANDER A. MILLER,

' residing at Goldsborough, in the county of Wayne and State of North Carolina, have invented certain new and useful Improvements in Oar-Ventilators, of which the following is a specification.

My invention has for its object to provide slmple and effective means for supplying fresh air to railway cars, and also to carry off the smoke and cinders from the stack'and dlscharge the same at the rear of the train.

The invention consists of the peculiar combination and novel arrangement of parts, all of which will hereinafter be first described and then particularly pointed out in the claims, reference being had to the accompanying drawings in which- Figure 1 is a side elevation of a locomotive engine and apassenger car with my improvements applied. Fig. 2 is an elevation of a portion of a locomotive engine, illustrating the fan or blower devices on an enlarged scale. Fig. 3 is a view of a portion of a car illustrating the manner of arranging the air distributing pipes, and Fig. 4 is a detail view hereinafter referred to.

In the practical construction of my inventlon I arrange upon the engine frame, (preferably on the pilot,) a fan A which is driven by connecting the shaft 5 with one of the truck axles B, as shown most clearly in Fig. 2. It will be noticed by reference to such figure, that the fan chamber has at its sides air openings 0, the ends of which may be .covered with gauze c, to keep out cinders,

dirt, &c., while its rear end has discharge outlets D and E, with the lower one D, of which connects a train pipe D, which extends the entire length of the train, and which, between the cars has flexible couplings of any approved construction. Branch pipes F, are connected with the train pipe, (one for each car,) and such pipes pass up into the car, and enter a cooling box G, as shown in Fig. 3, such pipe being coiled as shown, whereby a large area of pipe will be covered by the ice, and be cooled thereby, and such portion of the pipe as enters the car, extends along the side thereof, and has projected upward from it, a series of valved jet pipes H, which extends preferably up on the sides of the cars between Serial No. 481,512. (No model.)

the windows, as shown; and to effectually distribute the air the upper ends terminate in perforated cone shaped members it, over which are fitted deflector hoods h, which serve to cause the cooled air todisseminate inward toward the center of the car, and above the seats.

While I have shown but one branch or car pipe F, which in practice can be extended around both sides of the car,.it is manifest two separate pipes F can be used, which may also have separate cooling chambers.

So far as described, it will readily appear, that as the train moves along the air will be drawn in by the fan and forced through the train pipe D, and into the several car pipes F, and as it enters such pipes F, it passes up through the cooling chambers, and passes out in a cooled condition into the several branch pipes H, from which it is allowed to escape at the will of the trainman or passenger. It will also be observed that by providing conical ends and the deflecting hoods, constructed in the manner shown most clearly in Fig. 4:, the air will be distributed inward over the heads of the passengers toward the center 'of the car, in an even, gentle, and pleasant As an additional means of keeping the air in the several cars pure, I connect with the upper fan chamber outlet, a valved branch pipe L, which discharges into and injects into a smoke pipe M, which connects with the stack and extends rearward over the cars to the rear end of the train, it beingconnected at points between the cars by flexible or spring clamp couplings of any well known construction. L indicates a valve rod extended from the valve in pipe L to the engine cab, as shown. It willobviously appear from Fig. 1,thatshould valve in pipeL be open, a portion of the fan blast will pass up the pipe into smoke pipe M and thereby create a suction draft which will draw the products of combustion from the engine stack and discharge same at rear end of train. While I prefer to employ but one fan and connect with same the air train pipe and the injector pipe L,-it may be necessary in some instances to have separate fans forthe smoke delivery pipe, and the air pipe; in such cases two independent fan chambers may be mounted on the drive shaft a, and to provide means for cutting off the exit of the smoke through the stack at the same time the blast in the pipe M is turned on, I arrange a damper in the stack above the opening of the pipe M, and connect such damper, with the valve rod L in the manner clearly shown in Fig. 2. By this construction it will be observed that I overcome the exhaust blast from the cylinder and cause all the products of combustion to pass out into the smoke pipe M.

2. In a car ventilating apparatus, the combination with the main pipe D, the cooling chamber G and the car pipe section E of the upwardly extending valved pipes H connected to the pipe F, said pipes H having tapering perforated ends it, of the hood members it projected nearsuch ends h and formed with upwardly inclined under faces whereby to deflect the air diagonally upward all arranged substantially as shown and described.

3. In a car ventilating apparatus substantially as described, the combination with the smoke pipe M and the train pipe D, of the blast fan A, formed with discharge outlets D and E, the outlet D connected with pipe D, and the valved injector pipeLconnected with outlet E and the smoke pipe M all arranged substantially as shown and described.

ALEXANDER A. MILLER.

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