US522681A

US522681A - titcomb

Info

Publication number: US522681A
Authority: US
Publication date: 1894-07-10
Anticipated expiration: 1911-07-10

Description

(No Mo-delJ' G .H TITGOMB 2 Sheetg-Sheet; 1. STEAM HEATING SYSTEM FOR RAILWAY TRAINS. N0. 52Z,681-.' Patented July 10, 1894.

4 INVEN TEIRiK (No Model.) G H TITGOMB 2 Sheets-Sheet 2.

STEAM HEATING SYSTEM FOR RAILWAY TRAINS.

No. 522,681. Patented July 10,1894

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' UNITED STATES;

PATENT OFFICE.

GEORGE H. TITCOMB, OF BOSTON, MASSACHUSETTS, ASSIG NOR TO THE UNITED STATES STANDARD HEATING COMPANY, OF SAME PLACE.

STEAM-HEATING SYSTEM FOR RAILWAY-TRAINS- SPECIFICATION forming part of Letters Patent No. 522,681 dated July 10, 1 894. Application filed January 9, 1893. Renewed December 7, 1893- Serial 1101492890. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE H. TITGOMB, of Boston, in the'county of Suffolk and State of Massaohusetts,have invented certain new and useful Improvements in Steam-Heating Systcms for Railway-Trains, of which the following is a specification.

This invention relates to an improvement in steam-heating systems for railway cars in which the exhaust from the locomotive is utilized.

The invention is illustrated in the accompanying drawings, in which-- Figure 1 shows a side elevation of a locomotive, tender, and part of a car, coupled together. Fig. 2 shows a bottom view of the locomotive, tender, and part of a car,-the exhaust-nozzle in the smoke-arch of the locomotive, and the-circulating pipes in the car being indicated by broken lines. Fig. 3 shows an elevation on an enlarged scale of a portion of the locomotive, represented as broken away to disclose the exhaust-nozzle, which appears in section. Fig. 4 shows an enlarged detail of the exhaust-nozzle, one half being in section. Fig; 5 shows a top or plan View of said exhaust-nozzle. Fig. 6 shows an enlarged sideelevation of the tender with the receiver-tank beneath the same and one of the pumps communicating therewith appearing in section. Fig. 7 shows a bottom view of the tender;- the said receiver-tank being broken away at the middle. Fig. 8 shows a sectional detail, illustrating a discharge-Valve.

The letter Z designates a conical exhaustnozzle which stands in the smoke-arch of the locomotive over the exhaust from the steamchests a. This nozzle is open through to permit the passage of the exhaust steam to the stack as usual, and is provided with orifices r in its sides.

A rotatable damper k fits over the conical nozzle and has orifices q, arranged to register with those in the nozzle, and the said damper is confined between a shoulder 20 at the base of the nozzle and a cap-nut w, screwing into the top of said nozzle.

A crown-wheel m is formed at the baseof the damper and surrounds the same, and a spur wheel at gears into the said crown-wheel and is carried on a rod 0 which projects out of'the front of the locomotive and there has a hand-wheel p for turning it to close the orifices in the nozzlelby the rotation of the damper la, and thereby cut off the exhaust steam from the heating pipes. It is obvious that other means may be employed to accomplish this result and instead of being controlled j fromthe front of the locomotive as here shown, the damper could be controlled from the cab of the locomotive.

A jacket t surrounds the nozzle on all sides and forms an annular chamber about the said nozzle. w i I A supply pipe t extends from the jackett along the side of the locomotive and connects by a flexible coupling with a similar supplypipe t on the tender, which is in turn connected by a flexible coupling with a pipe 25 on the car. Similar piping extends to the rear end of thetrain and thence returns to the tender.

The return pipes which appear on the drawings are designated 25 t and the latter leads into a horizontal receiving tank b suitably supported under the tender. This receiving tank is divided into two compartments by a central partition I), and the pipe 15 leads into one of these compartments while a branch i of said pipe 25 leads into the other of said compartments, suitable cocks a being provided in both the main and the branch pipe so that either of said compartments may be cut out as desired. 7

Horizontal pump-cylinders d d communicate respectively with the compartments of the receiving tank, and pistons c c in said pump-cylinders connect by rods e 6', with eccentrics ff on an axle g of one of the tendertrucks. Inlet check-valves s. are arranged within the receiver where the pipes 25 t enter, and outlet check-valves 25 control ports in the bottom of the said receiver.

The operation is as follows: While the train is running, the pumps (1 d draw the steam through the piping t t t t t from the annular chamber inclosed by the jacket 15 which chamber is supplied from the exhaust of the locomotive through the orifices in the nozzle Z and damper is, and the said pumps discharge the steam and the water of condensation through the outlet valves 25 in the bottom of the receiver. Thus a constant circulation of exhaust steam is kept up through the pipes and the cars are thereby heated.

The piping in the cars extends along each side thereof and return-bends i are or may be made in such piping so as to carry the circulation over the car-floor and thereby effectually accomplish the heatin The advantage of the double arrangement of pumps is that should one become inoperative by reason of a leak or from other cause, it may be cut out by turning one of the cooks w, and the other one will still perform the duty of maintaining the circulation through the pipes.

A pipe 1: see Fig. 1 leads from the steamdome A of the locomotive-boiler, to the su pply-pipe i and where it joins the same, a threeway cock 2' is inserted. When the train is at a stand-still this cock may be turned to admit live steam from the dome into the circulating pipes,.such live steam by reason of its high pressure making its way through the pipes without the aid of the pumps which of course are inactive as long as the train is standing.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a steam heating system for railway cars, the combination of suitable piping taking steam from the locomotive and extending through the train, a receiver having two compartments separately communicating with such piping, and a pump for each compartment of the receiver and connected with a rotary part of the running gear of the train for the purpose described.

2. In a steam heating system for railway cars, the combination of a nozzle communicating with the locomotive exhaust and having a lateral orifice, a rotatable damper fitting on said nozzle and having an orifice to register with that in the nozzle, means for rotating said damper, a chamber around said nozzle, piping communicating with said chamber and extending through the train, and a pump to exhaust from said piping substantially as described. 4

3. In a steam heating system for railway cars, the combination of a nozzle communicating with the locomotive exhaust and having a lateral orifice, a rotatable damper fitting on said nozzle and having an orifice to register with that in the nozzle, and also provided with a crown-wheel, a spur-wheel engaging said crown-wheel and having a handle by which to turn it, a chamber around the nozzle, a piping communicating with said chamber and extending through the train, and a pump to exhaust from said piping substantially as described.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing Witnesses, this 2d day of January, A. D. 1893.

GEORGE II. TITOOMB.

\Vitn esses:

C. F. BROWN, A. D. HARRISON.