US391413A - Apparatus for heating gars - Google Patents

Description

(No Model.)

0. H. HORTON.

APPARATUS FOR HEATING (JARS. No. 391,413. Patented Oct. 28, 1888.

WITNESSES,

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CHARLES H. HORTON, OF W'ELLINGTON, OHIO.

APPARATUQ FOR HEATBNG (EARS.

EPBCEFICATION forming part of Letters Patent No. 391,413, dated Qetober 23, 1888.

(No model.)

To aZZ whom it may concern.-

Be it known that 1, CHARLES. H. HORTON, of Wellington. in the county of Lorain and State of Ohio, have invented certain new and useful Improvements in Apparatus for Heating Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention,such as willenable othersskilled in the art to which itpertains to make and use the same.

My invention relates to heating apparatus connected with locomotive-engines for heating cars by means of hot air, in which a heatingchamber is arranged in front of the smoke-box, said heatingchamber being provided with coils of pipe, through which air is forced by means of an airpump. The GXlJZIISliSlLGtlH] is admitted into the chamber for heating the air during the passage of the latter through the coils of pipe, from whence the air is conducted to the cars through suitable pipes arranged preferably underneath the cars, to the end that the heat of the exhaust-steam is thus utilized, which heat would otherwise be wasted. Suitable valves are had for turning the exhauststeam into the heating-chamber and for closing the heating-chamber wholly or in part, so that live steam may be admitted to the whole or part of the heating-chamber, to the end that the cars may be heated when the engine is not laboring and that one section of the heatingchamloer may be heated with exhauststeam while the other section is heated with live steam, and that with a small train or in moderate weather the one section of the heatingchamber may be used alone, if so desired.

With these objects in view my invention consists in certain features of construction and in combination of parts, hereinafter described, and pointed out in the claim.

In the accompanying drawings, Figure l is a side elevation with my improvements at tached, portions of the outer walls being broken away to show the internal construc- Fig. 2 is a front elevation with portions of the head broken away. Fig. 3 is an end elevation in transverse section, taken through the smoke box forward of the exhaust pipes. Fig. 4 is an elevation in longitudinal section through the heating-chamber and smoke-box.

Fig. 5 is an and elevation, partly in section, of the heating-chamber.

A represents a locomotive-engine, that may be of any ordinary variety. The engine is provided with one or more air-pumps, A, such as are commonly used in connection with airbrakes. The smoke-box a is usually made by extending the boiler-shell some distance forward of the front flue-sheet. For ny purpose I extend the boiler-shell still farther forward to make room for the heating-chamber B, suitable heads, and 0, being provided, the former for separating the heating-chamber from the smoke-box and the latter for closing the forward end of the heating-chamber. A vertical partition, 13, divides the heating-chamber into two (preferably) equal compartments. Heating-coils O are arranged in layers the one above the other, the different pipes being connected by return-bends or manifolds, whichever is preferred, and the different coils being connected into a system continuous from end to-end.

The one end of the system is connected with the air-pump by means of the induction-pipe a. The other end of the system of pipes connects with an eductionpipe, c, theiattcr leading to the cars. If two airpumps are used, the heating-coils of the two compartments of the heating-chamber may be disconnected or kept separate; otherwise the heating-coils of the two compartments should be connected into one series. Iftwo series ofpipes are used, necessitating two discharge-pipes, 0, these latter could discharge into one pipe after leaving the heater, as no advantage would accrue in carrying two separate pipes back to the car.

The pipe 0 may lead along the engine in any place that is most convenient, according to the construction of the engine, and from the latter should lead under the tender and extend under the ears,with couplings and flexible end, substantially as used in connection with airbrakes.

Shelves O are arranged between coils o pipe, alternate shelves joining the head I) and the intermediate shelves joining the head b, the shelves being somewhat less in length than the internal length of the heating-chamber, thus leaving a passage-way for steam past the the ends of the shelves. The exhauststeam is admitted at the bottom of the heating-chamber, and by means of the shelves, arranged as aforesaid, the steam follows a zigzag course and is broughtin contact with allof the different coils.

Dare theexhaust-pipesleading,respectively, from the two engine-cylinders. These unite and discharge through a common nozzle, D, in the usual manner. Three-way valves d, of ordinary construction, are connected in the pipes D, with branch pipes d leading from these respective valves into the respective compartments of the heating-chamber. Exhaust pipes or nozzles E lead from each compartment of the heating-chamber near the top of the lat ter, the discharging ends of these nozzles presenting upward toward the smoke-pipe, as shown more clearly in Figs. 1 and 4. These two pipes might unite into one common nozzle, the same as shown below, if so preferred. Each pipe or nozzle (whatever it may be called) E is provided with a valve, E, the valve-stem of the latter having attached a lever, e, for opening and closing the latter valve, and the valve 01 in like manner is provided with a lever, d, for the same purpose. The levers e and d are connected by means of rods 6 and d with armsf and f of the rock-shafts F. Each rock-shaft extends outside the smokebox, where it is provided with an arm, f, with a rod, f leading from thence to the cab, by operating which latter the engineer or fireman, as the case may be, can simultaneously operate the connected valves E and d in letting eXhaust-steamintoacompartment of the heater or in closing such compartment. The two sets of valves for the two compartments of the. heater and the mechanism for operating the same are alike, so that either compartment of the heating-chamber may be closed or opened for the passage of the exhaust-steam. With either compartment closed live steam may be admitted into such compartmentfor instance, when the train is not in motion, or at other times, it necessaryand the one compartment may be heated with live steam while the other compartment is being heated with exhauststeam. Small pipes 9, usually arranged on either side of the engine, admitsteam from the boiler to the respective compartments of the heater,and these pipes are provided with valves 9 arranged within reach of the engineer or fireman. I

For a light train, or for a long train in moderate weather, usually the one-half of the exhaust-steam and the one compartment of the heating-chamber will be all that is required, and under any circumstances the engineer or fireman has the heating apparatus under perfect control.

There are several well-known systems for distributing hot air through the different cars, either of which will answer my purpose.

The heating apparatus does not cncumber the engine in any way, and is substantially out of sight and out of the way, and in case of accident could not by any possibility endanger the passengers.

The valve-stems of the three-way valves d may extend out through the casing of the smoke-box and have, respectively, hand-levers M attached for operating the valves from the ground-for instance,when the train is not in motionas it might be desirable to shift the valves while oiling the engine.

\Vhat I claim is The combination, with a heating-chamber divided into two compartments, a separate coil of pipes arranged in each compartment, exhaust-pipes connecting the compartments with the exhaust-chambers of the engine, and valve mechanism located in said exhaust-pipes for admitting or excluding exhaust-steam from such compartments, of pipes leading from the boiler to the respective compartments of the heating-chamber, substantially as set forth.

In testimony whereoflsign this specification, in the presence of two witnesses, this 4th day of May, 1887.

CHARLES H. HORTON.

Witnesses:

J. W. HOUGHTON, MARY H. HOUG HTON.

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