US987569A - Multiple-regulation heating system. - Google Patents

Description

a annn'rs annn'pi.

Patented Mar. 21, 1911.

APPLIOATION FILED JUIE 'l, 1909.

B H GOLD MULTIPLE REGULATION HEATING SYSTEM.

E. H. GOLD.

MULTIPLE REGULATION HEAITING SYSTEM.

APPLICATION FILED JUNE 7, 1909.

Patented Mar.21,1911.

3 SHEETS-SHEET 2.

E. H. GOLD. MULTIPLE REGULATION HEATING 'sxs'rnm.

APPLIOATIOH FILED JUNE 7, 1909. I

Patented Mar. 21, 1911,

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Specification of Letters Patent.

MULTIPLE-REGULATION HEATING SYSTEM.

Patented Mar. 21, 1911.

Application filed June 7, 1909. Serial Ito/500,480.

' which are so constructed or which are used under such conditions that it .is desirable that there should be an arbitrary regulation, of considerable range, of the amount of radiating surface under steam at any one time, in addition to the automatic regulation of the supply of steam to the radiating coils to maintain a uniform pressure in the coils in use. It is especially desirable to employ a heating system of this character in steel passenger cars and particularly in cars of this construction which have 'to'make long trips through open and sunny country conductor of heat.

or'through territory where, for any reason, there is a very considerable change in temperature between day and night. In cars of steel construction, the temperature inside the cars responds very quickly to changes in outside temperature, this being due, of course, to the 'factthat steel is a very good The result is that the amount of variation in heat imparted by an automatically cont-rolled system of heating may not be adequate, under some conditlons, 1n cars of this construction, to meet the requlrements and to mamtam at all timesthe desired temperature in the car.

Thus, in mild weather, the sunny. side of such a car is apt to be extremely warm because of the freedom with which the heat of the sun, striking the metal side iof the car, is conducted to the interior of tie car,

while the opposite side of the car in the sha'de may be suliiciently cool, for similar reasons, to make it desirable to have some slight artificial heat on that side. ()n the other hand, in very cold weather the free 'radiation of heat from the interior of the car through the metal sides of the car may result in such a rapid cooling of the car that a radiating surface in the heating system which would ordinarily be suflioient to comfortably heat the car when the system is supplied with steam at atmospheric or low pressure would be inadequate to keep the car comfortably warm.

The object of the invention is to provide a a suitable heating system for cars of this description and, generally speaking, to provide a heatin system for any cars in which the amount of radiating surface under steam may be widely and exactly varied, the automatic regulation of supply being maintained for whatever radiating surface is used; and to accomplish this result by apparatus whichis simple and does not involve undue multiplication of valves and controllers, whereby heating apparatus is provided which will be relatively inexpensive to install and maintain and will easily comprehensible, as to its operation, to the attendant'having charge of the same. I

lVhile the arrangement of coils, valves and controllers forming the subject-matter of this invention might be employed in various different heating systems, the arrangement is'of particular advantage when forming a part of an atmospheric pressure or vapor system of heating in which a uniform pressure is maintained in the radi.a tors, regardless of changes in pressure in the train pipe and regardless of changes in the weather. In such a system there is no strong steam pressure to force the steam into the empty pipes and to drive out cold air and water of condensation, and consequently the tendency ofthe low pressure steam to follow. the path of least resistance is greatly emphasized. In thisregard it is one of the. objects of my invention to adapt the vapor system to the heating of railway cars under the conditions aforementioned, although-it should be understood that my invention is not necessarily limited to use in such a system.

The invention has-for further objects such new and improved constructions, arrangements and devices in car heating systems as will be described in this specification and particularly set forth in the claims appended thereto. 1

The invehtion in a preferred embodiment is illustrated in the accompanying drawings, wherein- Figure 1 a sectional plan view of a 'car illustrating .an application thereto of my heating system, the heating eolls, howexplained, that any one or more of the units 5 Eli loo ing in the direction of the arrows.

ever, being arranged conventionally for the purpose of clearness of illustration. Fig. 2 is a sectional plan taken through two of the four-way valves used in the system.

3 is a section on line 3-3 'of Fi 2, 1g. 4 is a sectional view of the vapor re ulatcr; and'Fig. 5 is a transverse section 0 the car showing the actual arrangement of the radiating coils and certain of their connections.

Like characters of reference indicate like parts in the several figures of the drawings. Referring to the drawings, A represents a railway car of ordinary construction, and B the steam train pipe which runs the length of the train and is kept filled with steam from the locomotive at relatively high but varying pressures.

The car is heated by a 'plurality of radiators, or radiator units, shown, for convenience, as two on each side of thewar. These radiators are shown in their actual position in Fig. 5; in Fig. 1 they are arranged con- 25 ventionally in horizontal position for the purpose of including in this view all of the instrumentalities employed in the heating stem. On one side of the car' is a radiator il and a radiator D, the former of these consisting, as\ shown, of three pi s, the latter of two, so that the amount 0 radiating surface of the two coils stands in the ratio of three to two, although this part-icu lar ratio is not essential. There are two corresponding coils C, D on the'opposite side of the car. v

Preferably all the coils on one side of the car are controlled by a single vapor regulator, the two vapor regulators beingdesignated E, E. Coils C and D are connected together and with thevapor regulator E by means of the four-way valves F-and G; coils G and D being similarly connected by similar valves F and G. A suitable form-of vapor regulator is'shown in Fig. 4, althoughany other device for regulating the inflow to the coils in accordance'iwith thermostatic conditions in roximity to their outlet might .be employe Inasmuch as the 50 radiating pipes on one side of the car extend through substantially the same space, and receive their supply of steam from the same supply circuit, composed of the pipes 41 and 42 having the valves F, G interposed therein and controlled by a single automatic controller 'whichis common to all of the' units 'of one set, it will be seen that the pipes on one sideof the citr censtitute virtual y a single'radiator com os'ed of aplurality of units so arrange as hereinafter may be in operation at the same time to heat the same space. a .I ,jReferringFarticularly to Fig. 4,11 va or, .65 regulator is g rmed with a casing 10 divi r y fit .the webs is a valve piece consisting of. an

' by a partition 11 into high pressure chamber 12 and low pressure chamber 13, which communicate by means of a port 14 closed by a valve 15 on a stem 16, connected with' a bell crank 17. A casing forming a thermostat chamber 18 contains the thermostat 19 and its operating rod 20, the latter being connected with. bell crank 17. As this form of vapor re ator is well known, I have only referre to such parts as are necessary fora proper understanding of the present invention. Fig. 4' shows vapor regulator The other vapor regulator E is of identical construction.

The construction and arrangement of one set of four-way valves are shown in Figs?" -2; and 3, These devices comprise each a casing 21 divided by webs 22, 23 24c, 25 into compartments 26, 27, 28 and 29. Between upper disk 30, a lower disk 31 and a vertical Web 32 said valve piecehaving a stem 33,

provided with a handle 34, a spring 35 being interposed between the bonnet 36 of the valve and the upper disk 30'. The lower disk is perforated at 37 and the bottom of the casing 21 at 38, these two erforations registering when the web 32 1s turned to the dotted line osition of Fi 2 and form?" ing a drip out et for the s ortcircuited radiator. A short i e 89 connects the train. pipeB with the big pressure chamber 12 of the controller; a pipe 40 the low pressure chamber 13 .of the controller with compartment 26 of valve F; a pipe 41 compartment 27 of valve F with compartment 26 of valve G; a pipe 42 compartment 27 of valve G with .thermostat chamber 18 of the controller.

The inlet end 43 of coil 0 leads from compartment-29 of valve F and the return end 44 of this coil to compartment 28 of the same valve. -Similarly the inlet end 45 of coil D leads from compartment 29 of valve G and the return end 46 of the coil to compartmen't 28 of this valve. It will be understood that the arrangement will be the same on the other side of the car.

- The operation of the heating system as above described is as follows: Considering the arrangementson. both sides of the car, the car is rovided with four heating coils, two of which are of greater radiating surface than the other two. This difi'erence may result either from the use'of more-pipes in one case than the other or the use of larger pipes or of pipes of'greater length.

"When the ratio between the radiators of eater and of less capacity is three to two,

it is obvious that, by making different combinations, an arbitrary regulation of. heatjs obtained, whereby either twenty, thirty, I

forty, fifty, sixty, seventy, eighty or one hundred per cent. of the maximum is obtainable, as. may be desired. The, automatic regulation responds to this arbitrary regu lation, that is, just enough steam is supcoil .C, and valve G will be in its fullline position, so as to admit steam to coil D which, 111 the assumed case, has twenty per cent. of the entire radiating surface of the system. The steam'flows from train pipe B past valve 15, supposing thisto be open, through compartments 26,- 27 of valve F, pipe 41, compartments 26 and 29 of valve G, thence through coil D, compartments 28 and 27 of valve G- and then through pipe 42 into contact with the thermostat 19. The contact of steam with the thermostat expands the same, closing or partially closing supply valve 15. The fiowof steam to the thermo stat thereupon ceasing, the thermostat soon cools and contracts, re-opening supply valve 15. Supposing that it is desired to obtain thirty per 'cent. of the maximum heat obta-inable from the system, the position of valves F and G will be reversed; If forty per cent. is needed, co'il D will be at in service in. conjunction with coil D on the opposite side of the car, the use of the latter bringing into operation thermostat E and valves F 'and G. To run the system at fifty per cent..of its full capacity, valves F and G will bein their full line positions and in this case, it will be observed, coils C and D are connected up in series, so that steam is obliged to pass through coil C before it can reach coil D and through both of them before it comes into contact with the thermostat. By this arrangement, the short circuitingof: any coil is prevented. If the coils were arranged, for example, so that both are fed independently from a common" source, the steam would naturally follow the course of least resistance, that is, go

through the shorter coil or the hotter coil, and so interfere with the accuracy of regu lation of the system. This is especially important when low or atmospheric pressure steam is used. The system will operate at sixty per cent. capacity with coils C, C in service and the others out out; at seventy per cent. with coil C and coils D, D in serv ice; and at eighty per cent. with all but one 01": the shorter coils receiving steam.

It will be seen that I provide in a system in which the regulation of the steam is primarily automatic an arbitrary regulation of very considerable range and flexibility, and accomplish this desirable result by apparatus which is comparatively simple, involvingthe duplication of but a few parts, with only the usual number of automatic regulators, and easily comprehended in its operation by the attendant having charge' of the same.

While I have shown an arrangement of two coils on each side of the car, it is obvious that a greater number of coils might be employed, although in practice a sufiicient =range. of regulation may be obtained by application the arrangement per se of two heating coils in parallel connected by fourway valves, so thateither or both coils may be supplied with steam, as desired, nor the serial connection between the coils when both are in service, as that arrangement is broadly claimed in my cO-pending application Serial No. 500,477 tiled June 7, 1909, this application being limited to the employment of radiators consisting of radiating unitsyhaving different heating capacities, substantially as described. V

.1. The combination with a railway car, of a radiator arranged at one side of the car and consisting of a plurality of units of different radiating surfaces, a supply circuit common to all of said units, a source of supply of heating medium with which said supply circuit communicates, means arranged to be actuated by the heating medium in the supply circuit to automatically control the supply of the heating medium to said supply circuit, and a plurality of four-way valves arranged in series in said supply circuit, each ofsaid units communicating at its four-way valves, whereby heatingmedium may be supplied at will to any one of-said units or may be caused to flow serially through any two or more of said units, the opposite side of the cai being provided with a similar arrangement whereby the temperature of the car and of the difierent sides thereof may be controlled and varied at will. 2. The combination with a railway our comprising an apartment, of a train pipe carrying a supply of steam at high but va-" riable pressures, a radiator in said apartment consisting of a plurality of radiating units, said radiating units having'difi'erent amounts of radiating surface, a common controller for said units which is adapted to maintainsteam in said radiator at a definite pressure, whether all or less than all of said units are under steam; and means for vary mg the amountof heat delivered to the supply and return ends with one of said 0 .pelled to pass through such several units in series;

3. The combination with a railway car, of a train'pipe carrying steam at high but Variable pressure, a radiator on each side of said car and extending through the same compartment thereof comprising in each case two radiating coils,-the difierent coils of each radiator having different capacities, of a supplypipe leading from the train pipe to each radiatorydischarge pipes leading from said radiators having free discharge to the atmosphere; a four-way valve associated with each of said radiatin coils, the fourway valve of one of said coils of each, radiator being adapted either to put into commuthermostatic means nication with each other the supply pipe of sense;

said radiator and the inlet end of'saidicoil, and the outlet end of said coil and four-way valve of the other coil of said'radiator, and at the same time to close direct communication between said supply pipe and the fourway valve of the said other coil; or to' close the inlet and outlet ends of its said coil and open direct communication between the supp i pipe and the four-way valve of said ot est-coil; the other f our-way valve hein adapted either toput the inlet end of its 001. into communication with said first mentioned four-way valve and the outlet end into communication with the discharge pipe of said radiator, closing direct communication between the first mentioned four-wa valve and the discharge ipe; or, to close t e'inlet and outlet ends 0] its said coil'and to open communication between the first mentioned four-way valve and said discharge pipe; and operated in accordance with the thermostaticcondition of the medium insaid discharge pipe for controlling the flow of steam from said train-pipe to such of said coils as are l with steam;

: EGBE T H. GOLD.

itnesses:

P. TRUMAN, H. L. Peon.

\ copies of thii patcntmly be obtained or the cents.

each, by addressing the Commissioner otlstents Washingtomfll. G,"

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