US836317A

US836317A - Steam-heating apparatus for vehicles.

Info

Publication number: US836317A
Authority: US
Inventors: Heinrich Gerdes
Original assignee: Safety Car Heating and Lighting Co
Current assignee: Safety Car Heating and Lighting Co
Priority date: 1902-10-20
Filing date: 1902-10-20
Publication date: 1906-11-20
Anticipated expiration: 1923-11-20

Description

PATENTED NOV. 20, 1906.

H. GEIRDES.

STEAM HEATING APPARATUS FOR VEHICLES.

APPLICATION FILED 001220. 1902.

4 SHEETS.SHEET 1.

a W W M in Q 2 A'Zneomm PATENTED NOV. 20, 1906.

H. GBRDES. STEAM HEATING APPARATUS FOR VEHICLES.

APPLICATION FILED 00T.20. 1902.

4 SHEETS-SHEET 2.

J \h/ 1! Ii 1 A II II I l l [1170140]? fiinridfirrqes AW/Jay No. 856,317. I PATENTEb 1107.20, 1906. H. GERDES.

STEAM HEATING APPARATUS FOR VEHICLES.

APPLICATION FILED 0GT.20. 1902.

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No. 836,317. PATENTED NOV. 20, 1906.

H. GERDES.- STEAM HEATING APPARATUS FOR VEHICLES.

APPLICATION FILED 0UT.20. 1902.

4 SHEETS-SHEET 4 mug" m. g

A UNITED STATES P A TENT OFFICE.

HEINRICH GERDES, OF BERLIN, GERMANY, ASSIGNOR TO SAFETY GAR HEATING AND LIGHTING (10., OF NEW YORK, N. Y.

Specification of Letters Patent.

Patented Nov. 20, 1906.

Application filed October 20. 1902- Serial No. 128,035.

To all whom, it may concern:

Be it known that I, HEINRICH GERDES, a subject of the German Emperor, residing at Berlin, Germany, have invented a certain new and useful Steam-Heating Apparatus for Vehicles, of which the following is a description.

The present invention relates to steamheating apparatus for vehicles; and its object is to re late the steam-feed to the heating bodies y the temperature in the compartments.

The invention comprises the features of construction and arrangement and combination of parts hereinafter described, and particularly set forth in the appended claims.

The apparatus may be used in connection with both high and low pressure steam-heating systems; but in the latter case a reducingvalve has to be employed.

In order to render the present specification easily intelligible, reference is had to the accompanying drawings, in which similar characters of reference denote similar parts throughout the several views.

Figure 1 is a vertical longitudinal section through a railway-car provided with the steam-heating plant. Fig. 2 is a horizontal section and Fig. 3 is a horizontal section through the car, showing the seats and flooring removed in one compartment in order to clearly show the location of the pipe connections, radiators, and other apparatuses comrising the whole plant. Fig. 4 is a sectional front elevation of the device mounted in each compartment and operated by the temperature therein, which device serves to control the compressed-air feed to the steam-valve piston. Fig. 4 is an elevation of thestearnfeed-controlling valve and its piston-housing, showing the pipe connections from the airfeed-controlling device to the said pistonhousing. Fig. 4 is an end elevation of the construction in Fig. 4. Fig. 5 is a section on line A B of Fig. 4 and Fig. 6 a section on line C D of Fi 4. Fig. 7 is a detail sectional view of the four-way valve.

1 will first describe the general arrangement of the plant with reference to Figs. 1 to 3. The invention is illustrated and described in connection with a low-pressure steam-heating plant. The main pipes c for the steam heating are arranged underneath the car in the usual manner. The radiators pressure.

it for the

various com artments

1, 2, 3, &c., are generally mounte underneath the seats and connected up by pipes m and the housing A of the steam-feedcontrolling device, hereinafter described, to the branch steam-pipe a, said housing A being connected to the pipe a by means of the coupling a Between the main and branch pipes c and a at the endof each car a reducing-valve R is provided, which is advantageously adjusted to reduce the pressure from the steam-main 0, so as to enable the steam or condensed Water to flow off freely from the last radiator of the car .up through the pipe 1; or down through the water-drain at T practically at atmospheric The pressure in the branch pipe 1 must be'suflicient at all times to force the steam into and through the last radiator of the car. the controlling -piston of the steam-feed valve may be taken from the air-brake main b, or a special compressed-air conduit may be provided, which may be fed from a compressed-air reservoir H, or the latter may serve as an auxiliary holder for the air-brake main. vThe compressed-air pipes Z and Z, controlled by the contraction and expansion of the ether acting on the mercury, lead from the a paratus S in the compartments to each end which controls the steam-feed valve. The radiators are drained of the condensed water through the drainage-pipe d, which is provided at the end with a funnel T.

The device 3 for controlling the compressed air-feed to the steamvalvecontrol-' ling piston is constructed in the following manner: The spirally-Wound tube f, Fig. 4, is mounted in the housing a: and has its upper end tightly closed, the ower end being in open communication with the mercury-receptacle g. The bottom of the receptacle communicates, by means of a pipe i, with the bottom of a cylinder 70, having therein a piston n. This piston is sufliciently heavy or loaded so as to follow the mercury by gravity when it sinks A four-way cock 9 is mounted in the upper part of the housing w, and its plug-arm is linked at p to the upper end of the piston-rod 0 of the piston n. The length of the piston-rod 0 is adjustable in any suitable manner. The fourway cock g is connected up by pipe 1" to the compressed-air main 7) and also by means of of thehousing s of the piston.

The compressed air for operating branch pipes Z Z to the opposite ends of a housing 8, Figs. 4* and 6, in which the double piston t is free to move. As illustrated in Fig. 7, the cock g is a four-way cock, the plug of the same being provided with two pairs of ports g g and g 1 arranged in diiferent.

planes of the cock and communicating, respect vely, with the four ports or channels 1 2 4 and 1 3 4 of the cock-housing. Channel 2 communicates with pipe Z, channel 3 with pipe Z, channel 4 with ipe 1- and channel 1 with pipe 1, or the relie -channe1. Thus when the plug is in the position shown in Fig. 7 the pipe Z is in communication with the pressure medium from pipe 1 and pipe Z is relieved of pressure through channel 3, port g and pipe 1' In the o posite position of the lever p the pipe vZ will be in communication with the pressure-supply by means of port 9, and pipe Z will be relieved of pressure by means of port The spindle 1/. passes through the wall of the housing 8 and engages in the end of the plug 1) of the steam-distributing valve w, Fig. 5. Within the housing s the spindle it carries the arm a, the roll a of which engages a slot 25 of the double piston t, so that any movement of the latter will be communicated to the In 1) of the steam-distributing valve to, w ic will be gradually closed mg 8 of the same, the ends of the housing 5 at each side of the piston are provided with an nular ackets s, into each of which one of the pipes Z and Zleads. These jackets are filled with oil, and the com ressed air entering one or other of the pipes for Z forces the oil into the corresponding end of the c linder, and

T is arrangevent leakage and facilitates working of the same.

The coupling-flanges S are for coupling u the pipe connections m m to the valve W while the flanges a are for coupling the valve to the main steam-supply pipe'a, as will be readily understood from the Fig. 3.

The ports referred to in line 8 of claim. 2

are shown at 2 2, Fig. 6.

' ing the 1ston or plunger n.

The operation of the whole plant takes place in the following manner:. If the temperature in the compartment rises above the normal height, the tension of the ether-vapor in the spiral tube f increases correspondingly and forces the mercury in the receptacle 9 through pipe 2' into the cylinder Zc, thus rais- The rod 0 consequent y turns the plug of the four-way cock 9 and allows compressed air to flow from the supply-pipe r through the pipe Z, to the corresponding jacket 8, thus forcing the oil against the corresponding end of the piston t and moving the same. This causes the arm a to turn the lug o of the steam-distributing valve to and s ut off or reduce the steam fed to the radiators of the compartment in question. If the temperature in the compartment sinks below the normal degree, the opposite action takes place. The ether in the spiral tube f contracts, the mercury sinks in the pipe i and cylinder 7c, and the piston n follows it by gravity. This throws the plug of the four-way cook 41 round in the opposite direction, admittin compressed air to the pipe Z and oil to t e corresponding side of the piston 75, which now acts to open the steam-distributing valve instead of closing it, so that more steam may pass to the radiators of the compartment in question.

The indirect operation of the steam-valve, by the aid of a small distributing device and compressed air is rendered necessary because the sensitive apparatus has to be mounted in the com artment, while the steam-distributing va ve is mounted beneath the car, so that the direct operation of the parts from the ap aratus in the com artment is practically IIIIPOSSiblB; In ad ition to this, more power is necessary for working the steamvalve than could be derived from the sensitive apparatus, unless the dimensions of the same were increased to an impracticable extent.

I claim as my invention 1. In a trainheating plant, the combination of a steam-pipe system having a distributing cock for each compartment to be heated, a cylinder having a double piston and mounted in proximity to each of the said distributing-cocks, a source of compressed fluid, a thermostat in the com artment, and a fourway cock having suitab e connections to ren-' der it operable by the thermostat, pipe connection from the said four-way cock to the source of compressed fluid and to each end of the said cylinder, and means in connection with the double piston of the cylinder to operate the distributing-cock in the manner and for the purpose substantially as described.

2. In a train-heating plant, the combination of a steam-pipe system having a distributing-cock for each compartment to .be heated, a double-piston cylinder for each cock and means for operating said cocks when the respective pistons are moved, a source of compressed fluid, a thermostat in the compartment and means 0 erated thereby to pass the compressedfiui to one or other end of the said cylinder, a jacket to the said cylinder and a liquid therein and ports at each end of said cylinder to allow the liquid to enter at either end of the cylindersubstantially as described.

In a train-heating plant, the combination of a steam-pipe system having a distributing cock for each compartment to be heated, a doubleiston cylinder for each cock and means for operating said cocks when the respective lstons are moved, a source of compressed uid, a thermostat in the compartment a four-way cock operated by said thermostat, and pi e connectlons between it and the source 0 compressed fluid and between the four-Way cock and each end of the said cylinder so that when the fourway cock is turned in one or the other direction, one end of the cylinder will be opened up to the pressure fluid, and the pi e from the other end will be opened up to t e outer air substantially as described.

In witness whereof I have hereunto set my hand in presence of two witnesses.

HEINRICH GERDES.

Witnesses WOLDEMAR HAUPT, HENRY HASPER.