US664076A - Device for heating cars. - Google Patents

Description

Patented Dec. I8, |900.

F. F. COGGIN.

DEVICE FOR HEATING CARS.

No Model.)

(Application med may 14, 1900. y

I roN, m c. THE Noims Ferns co.. FHmLrrno.. wA'smNn -comotive is coupled to the train.

NITEED STAfrEs FRANK F. COGGIN, OF PORTLAND, MAINE.

DEVICE FOR HEATING CARS.

SPECIFICATION forming part of Letters Patent No. 664,076, dated December 18, 19.

Application filed May 14, 1900.

To ttZZ whom it may concern.'

Be it known that I, FRANK F. COGGIN, aciti- Zen of the United States, residing at Portland, in the county of Cumberland and State of Maine, have invented certain new and useful Improvements in Devices for Heating Cars; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same.

'My invention relates toimprovementsin devices for heating cars of passenger and other trains used upon railways and propelled by steam-locomotives.

The nature of theimprovements will be perceived from the following-description and references to the drawings, in which- Figure 1 is a side elevation of a portion of a steam-locomotive and tender. Fig. 2 is an end View of the rear of the cab of the locomotive, the drum being shown without its jacket. Fig. 3 is a transverse vertical section of the drum, and Fig. 4 an end view of t-he rear of the drum.

My improvement is designed to be used in connection with locomotives which are provided with cylinders using steam for other purposes than the production of power for the propulsion of the train and which are nevertheless in frequent action while the lo- The cylinder which provides the power for compressing the air supplied to the air-brake is that to which I prefer to connect my device. This cylinder `complies with the requirements in that whileintermittent in action it is in frequent action during all the time the locomotive is connected with the train, and lby my device the exhaust-steam and the heated product of its condensation can be used for heating the cars without interfering with the eiciency of the air-pump. The device by which the exhaust-steam from such acylinder is used may be modied; but-the form in which I have embodied my invention, as shown in lthe accompanying drawings, is not only practical, but is, I believe, one of the best forms in which it can be embodied.

Referring to the drawings, A is the steamcylinder by means of which the air-pump B is operated. This cylinder is supplied with Serial No. 16,609. (No model.)

steam from the boiler in the ordinary man; ner by means of the pipe a, which is controlled by the pump-governor b. The exhaust-pipe c, through which the exhauststeam is ordinarily permitted to escape into the smoke-stack, is at a short distance from the cylinder A connected with the pipe d. At or beyond the point of union of the pipe d with the pipe c is a three-way cock e, which may be operated bythe arm f, to which is pivoted the rod g, which extends backward into the cab and may there be provided with a handle. The pipe d extends rearward at the side of the boiler and beneath the cab, where it enters the drum h. (See Figs. l and 2.) This drum is preferably cylindrical in shape, will varyin size with the size of the air-pump used, and should be constructed of iron or steel in order to resist pressure.

be protected by a covering j, of sheet or Russia iron. (See Fig. The drum h at its 7o The drum must be provided with a jacket t', of asbestosV or other non-conducting material, which may l rear end communicates with the dischargepipe l, at the other end of which is secured the ordinary fiexible coupling m, which connects with a pipe n under the tender, which in turn is connected with the pipes of the steam-heating systems of the successive cars composing the train. The point at which the pipe Z enters the drum h should-be some distance above the interior bottom of the cylinder and may be provided with a globe-valve o near the trap. This pipe lextends also upward, or an independent pipe may issue from the drum, either of which pipes is provided at the top with a relief-valve p, which may be set to any required degree of pressure. The pipe Z is also provided, just below the valve p, with the globe-valve q. (See Figs. 1 and 2.) At the forward end of the drum h, or elsewhere, if preferred, is a pipe r, which connects it with the boiler and is provided at the point of entrance into the boiler with a valve s and at some convenient point between the point last named and its entrance into the drum h is provided with a reducingvalve t.

The operation of the apparatus above described is as follows: The three-way cock should be set so that the exhaust from the pump is permitted to pass into the pipe d and IOO prevented from escaping into the stack. As above stated, the action of the air-pump is intermittent and is controlled by the pumpgovernor b, which in turn is operated and controlled bythe pressure in the main reservoir of the air-brake system. When the required pressure in the main air-reservoir, ordinarily ninety pounds, has been reached, the pump-governor automatically stops the pump, or nearly so, a minute opening, however, being leftin the steam-valve to allowa little steam to pass through to the pump to prevent its freezing in cold weather. When said pressure becomes reduced, either from working the brakes or leakage, the governor b again opens the steam-valve and allows the pump to act until the proper air-pressure has been again reached. As the steam-pipe a, leading from the boiler to the cylinder of the air-pump, is small, more or less condensation of the steam in this pipe and in the cylinder takes place during the successive stoppages of the pump, even though the minute aperture above referred to is open during these stoppages. Such being the case, whenever the air-pump resumes action the result is to discharge through the exhaust-pipe c the exhaust-steam and the product of the condensation of the steam which has been condensed during the temporary stoppages, this steam andwater being exhausted into the drum 7L. After the first few exhausts from the air-pump the amount of water escaping into the exhaust with the steam decreases proportionately in quantity, while its temperature is increased. The Water passing from the exhaust is ata high temperature; but owing to the high pressure to which it is subjected in the drum it will not, of course, evaporate unless its heat is increased or the steam-pressure on its surface reduced. Any attempt to force this exhaust-steam directly back to the train Without the interposition of the drum would result in filling the radiating pipes in the cars with water, since with the small area of the steam-heating pipes, ordinarily one and one-half inches, the water would be forced directly back, while the heating result would be poor and high back pressure on the airpnmp, which must be avoided, would ensue. The water of condensation from the exhaust falls by gravity to the bottom of the drum, which, as stated, has an opening into the discharge-pipe Z above the interior bottom of the drum. The steam is allowed to freely pass back to the train, while the water, being below this opening, is retained in the drum. The' steam exhausted from the pump after the first few exhausts, as stated above, is at an increasingly high temperature and comparatively dry and as it passes through the drum tends to heat its walls, so as to impart much heat to the water (already hot) therein retained. As soon as the main air-reservoir pressure has been raised to the proper point, which will be accomplished, ordinarily, with ten or twenty strokes of the pump, the governor will stop the pump by diminishing the' opening of the steam-valve supplying steam to its cylinder and hold it closed until the airpressure in the main air-reservoir has been again reduced by using the brakes or by leakage. The water which has been retained in the drum and which, although at a high temperature, has not, by reason of the high pressure in the drum during the working of the air-pump, been evaporated, will now evaporate as the pressure falls by reason of the stoppage of the air-pump and in consequence of the steam passing back to the train. This operation is repeated on the pump starting up again and recurs With more or less frequency while the locomotive is coupled to the train, whether in originally filling the air-reservoir or in replacing the air drawn therefrom for various purposes or loss by leakage. The water retained in the drum, which will require a temperature of about 2980 to evaporate at iifty pounds pressure, will vaporize at about 259 at twenty pounds pressure and owing to the intermittent action of the airpump the pressure in thedrum h is constantly varying between, say, twenty pounds and fifty pounds, (according to size and numberof cars heated,) and the water in thedrum is constantly revaporated and forced back as steam for heating purposes.

Too great back pressure in the reservoir h is avoided by mean's of the relief-valve p, which is so set that the pressure upon the exhaust will not be sufficient to impair the operation and eciency of the pump, and any surplus steam may be allowed to escape through this valve. The pressure at which the relief-valve is set will vary with the number of cars to be heated.

In case the operation of the pump is discontinued for any extraordinary length of time and the pressure in the drum reduced below the pressure at which the reducing-valve t is set, the reducing-valve automatically opens and permits steam drawn directly from the boiler to maintain a pressure in the drum equal to that at which the reducing-valve is set. As soon as the pressure wi thin the drum 'equals that at which the reducing-valve is set the latter automatically closes and the heating is done exclusively by the exhauststeam transmitted to the drum and that generated therein. In case thc relief-valvep becomesdisarranged or a higher pressu reis temporarily required, the globe-valve q can be closed unt-il the relief-valve p is again operative or a lower pressure is suicient, when it is reopened. The object of the globe-valve 0 is to close the distributing-pipe Z when for any purpose it is desirable, but. especially in case a locomotive is not coupled to a train, that the exhaust-steam may be collected in the drum up to the required pressure, any surplus pressure being relieved by the reliefvalve p.

The result eifected by the use of the system is the heating of trains at substantially no ex- IOO IIO

pense of steam, practically the entire heating being done by exhaust-steam and the products of condensation which are now entirely wasted. Moreover, the noise and jar of the exhaust of the cylinder of an air-pump are effectually mufed and the resulting annoyance avoided.

What I claim is- 1. In a car-heating system, the combination with the train-pipe and devices intermittingly supplying steam thereto, of means for revaporating the water of condensation that may be carried along with said steam, said means being situated between s aid train-pipe and said steam-supplying devices and in communication therewith and so located with respect to the steam-supplying devices as to receive all the steam and water of condensation therefrom, substantially as described.

2. In acar-heating system, the combination of the train-pipe, the steam-cylinder of the air-brake system, and a revaporating device located between said pipe and cylinder` and in communication therewith, substantially as described.

3. In acar-heating system, the combination of the steam-cylind er of the air-brake system, a jacketed revaporating drum in communication therewith and a train-pipe in communication with said drum, substantially as described.

4. In a car-heating system, the combination of the steam-cylinderoi' the air-brake system, a jacketed drum in communication therewith, a train-pipe and a connection between said pipe and said drum, said connection entering said drum at a point some distance above the bottom thereof, substantially as described.

5. In a car-heatingsystem, the combination with the locomotive-boiler, the steam-cylinder of the air-brake system and a pipe connecting them, of a jacketed drum, a pipe connecting said drum with the exhaust-port of said cylinder, a train-pipe and a pipe connecting said train-pipe with said drum and entering said drum some distance above its bottom, substantially as described.

6. In acar-heating system, the combination ofatrain-pipe,ajacketed revaporatin'g-drum in communication therewith, the steam-cylinder of the air-brake system, pipes connecting said cylinder with said drum and with the stack of the locomotive, and a three-way valve in said pipe, substantially as described.

7. In a car-heatingsystem, the combination of a train-pipe,a jacketed revaporating-drnm in communication therewith, the steam-cylinder of the air-brake system communicating with said drum, and an automatic governor for said cylinder, substantially as described.

S. In acar-heatingsystem, the combination of the locomotive-boiler, the steam-cylinder of the air-brake system, a pipe connecting them, an automatic governor controlling the flow of steam in said pipe, ajacketed revaporating-drum, a connection between said cylinder and said drum, and a train-pipe in com/- munication with said drum, substantially as described.

9. In a car-heating system, the combination of the locomotive-boiler, the steam-cylinder of the air-brake system, a pipe connecting them, an automatic governor controlling the flow of steam in said pipe, a pipe leading from said cylinder to the stack, a jacketed revaporating-drum, a pipe connecting said cylinder with said drum, a three-way cock governing the flow of steam through said last-named pipe, and through said stack-pipe, and a trainpipe in communication with said drum, substantially as described.

l0. In a car-heating system, the combination with the train-pipe and devices intermittingly supplying steam thereto, of means for revaporating the water of condensation that may be carried along with said steam, said means being in comm unication with the trainpipe and steam-supplying devices and being so located with respect to the steam-supplying devices as to receive allthe steam and water of condensation therefrom,and an automatic relie f-val ve, substantially as described.

11. In a car-heating system, the combination of the train-pipe, the steam-cylinder of the air-brake system, a revaporating device located between said pipe and cylinder and in communication therewith, and an automatic reliefvalve, substantially as described.

12.. In a car-heating system, the combination of the steam-cylinder of the air-brake system, a jacketed drum in communication therewith, a train-pipe, a connection between said pipe and said drum, said connection entering said drum at a point some distance above the bottom thereof, and an automatic relief-valve, substantially as described.

13. In a car-heating system, the combination with the locomotive-boiler, the steamcylinder of the air-brake system, and a pipe connecting them, of a jacketed drum, a pipe connecting said drum with the exhaust-port of said cylinder, a pipe connecting said trainpipe with said drinn and entering said drum some distance above its bottom, and an automatic relief-valve, substantially as described.

14. In a ear-heating system, the colnbination of a train-pipe, a jacketed revaporating drum in communication therewith, the steamcylinder of the air-brake system, pipes connecting said cylinder with said drum and with the stack of the locomotive, a three-way valve in said pipe, and an automatic reliefvalve, substantially as described.

15. In a car-heating system, the combination of a train-pipe, aj acketed revaporatingdrum in communication therewith, the steamcylinder of the air-brake system communieating with said drum, an automatic governor for said cylinder,l and an automatic reliefvalve, substantially as described.

16. In a car-heating system, the combination of the locomotive-boiler, the steam-cylinder ot' the air-brake system, a pipe connect- :ing them, an automatic governor controlling IOO IIO

y tion of the locomotive-boiler, the steam-cylinder ofthe air-brake system, a pipe connecting them, an automatic governor controlling the How of steam in said pipe, a pipe leading from said cylinder to the stack, a jacketed reevaporating-drum, a pipe connecting said cylinder with said drum, a three-Way cock governing the iiow of steam through said lastnamed pipe, and through said stack-pipe, a train-pipe in communication with said drum, and an automatic relief-valve, substantially as described.

18. In a car-heating system, the combination with a locomotive-boiler, the steam-cylinder of the air-brake system, a revaporating device and a train-pipe, said boiler being in direct communication with said revaporating device, and in indirect communication therewith through said steam-cylinder, substantially as described.

19. In a car-heating system, the combination with the locomotive-boiler, the steamcylinder of the air-brake system and a connectingpipe, ot a jacketed ree'vaporatingdrum, a pipe connecting said drum with the exhaust-port of said cylinder, a pipe connecting said drum directly with the locomotiveboiler, and a train-pipe in communication with said drum, substantially as described.

20. In a car-heating system, the combination ot' a revaporating, jacketed drum or reservoir located on the locomotive, a pipe lead` ing from the exhaust of the air-pump cylinder to the said reservoir for conveying steam and Water of condensation to said reservoir, a steam-outlet connection in said reservoir above the Water-line, and a pipe joined to said outlet connection, a relief-valve in said pipe, a flexible pipe for connection with the train-pipes, a pipe connecting the steam-space of the boiler With the said reservoir, and a reducing-valve in the last-named pipe, substantially as described.

2l. In a car-heating system, the combination of a revaporating, jacketed drum or reservoir located on the locomotive, a pipe leading from the exhaust of the air-pump cylin' der to the said reservoir for conveying steam and water of condensation to said reservoir, a three-Way cock in the said exhaust-pipe, means for operating the said cock from the cab of the locomotive, a steam-outlet connection in said reservoir above the Water-line, and a pipe joined to said outlet connection, a relief-valve in said pipe, a flexible pipe for connection with the train-pipes, a pipe connecting the steam-space of the boilei` with the said reservoir, and a reducing-valve in the last-named pipe, substantially as described.

2f. In a car-heatingl system, the combination of a revaporating, jacketed drum or reservoir located on the locomotive, apipe leading from the exhaust of the air-pump cylinder to the said reservoir for conveying steam and water of condensation to said reservoir, a steam-outlet connection in said reservoir above the water-line, and a pipe joined to said outlet connection, a relief-valve in said pipe, a valve in said pipe for shutting olf the discharge to the heating system, a flexible pipe forconnecting with the train-pipes,apipe connecting the steam-space of the boiler with the said reservoir, and a reducing-Valve in the last-named pipe, substantially as described.

23. In a car-heating system, the combination with the revaporating, jacketed drum or reservoir. 71, located upon the locomotive, theA pipe d connected with the exhaust-pipe ofthe air-brake steam-cylinder, the three-way cock c located in the said exhaust-pipe and means for operating said cock from the cab of the locomotive, the vertical pipe Z connected with the reservoir 71 at a point above the Water-line of said reservoirand relief-valve in the said pipe l and Iiexible pipe connected to the said pipe l, said liexible pipe being provided with means for connecting the same with the trainservice pipe, the hand-operated valve o, 1ocated in the pipe Z for shutting olif steam from the service-pipe, the pipe r connecting the said reservoir with the steam-space of the boiler, and the reducing-valve in the said pipe r, substantially as described.

In testimony that I claim the foregoing as my invention I have hereunto set my hand this 11th day of May, A. D. 1900.

FRANK F. COGGIN. In presence of- GEo. E. BIRD, A. C. BERRY.

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