Improvements in Hot Water Heating Apparatus for Railway Vehicles.
Year: 1892

page_text: Date of Application, 22nd Feb., 1892-Accepted, 14th May, 1892
COMPLETE SPECIFICATION.
[Communicated from abroad by THE CONSOLIDATED CAR-HEATING COMPANY,
of Wheeling, West Virginia, United States of America.]
Improvements in Hot Water Heating Apparatus for Railway
Vehicles.
I, HENRY HARRIS LAKE of the firm of Haseltine, Lake & Co., Patent Agents,
45 Southampton Buildings in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:---
This invention relates to new and useful improvements in a hot water heating
apparatus for railway cars, and the invention consists in the peculiar construction
and arrangement of a main heater located at the lowest point of the system, a series
of circuits extending therefrom and a secondary heater in one of said circuits having
its outgoing pipe connected to the lowest point of the main heater.
The invention further consists in the peculiar construction, arrangement and
combination of the various parts.
In the drawings,
Fig. 1 is a perspective view of my improved circulating apparatus as applied to
the floor of the car.
Fig. 2 is an enlarged longitudinal section through the heating drum or chamber.
Fig. 3 is a cross-section on line xx, Fig. 2.
A is a casing, preferably circular, provided at its ends with suitable caps B B¹.
This casing forms the main heater in my apparatus and is secured beneath the floor
of the car preferably at or near the center thereof.
C is the main supply pipe from the locomotive or other suitable source and
Dare the valves controlling this pipe.
E is a branch pipe leading from this train pipe to one end of the casing A, where
it enters into the inlet chainber a formed in the cap.
bare pipes connected into the chamber a and extending the entire length of the
heating chamber where they are connected into the return bends e, which are
connected to return pipes d entering the outlet chamber e in the cap B.
fis an exit pipe connected with the chamber e and g is a suitable trap or trap
valve at the end of the said exit pipe for controlling the discharge of the water of
condensation.
Intermediate of the ends of the pipes bor d I provide a section of flexible
tubing to take up the expansion and contraction of the heating pipes, I preferably
use corrugated copper tubing as shown in the drawing.
The cap B is provided at its top with the circular lug F apertured at both sides
to receive the outgoing pipes G and G' of the circulation.
The cap B' is provided at its lower edge with the corresponding lug H apertured
to receive the return pipes I I', of said circuits. The pipe G extends into the car
where it connects with circuits J and K. The circuit J extends to one end of the
car and returns to the opposite end of the heater, while the circuit K extends to
the opposite end of the car and returns to the same point connecting into the return
pipe I.
I preferably connect the return pipes J and K into the return bends L into
which the return pipe I is connected for the sake of reducing the fitting to
be done.
The outgoing pipe G connects into the return bends M where the circulation
divides into the circuits N N'. The outgoing pipe i of the circuit N connects to

page_text: the bottom of the stove or heater O, through which it circulates, passing into the
riser j, the expansion drum k and return pipe which connects in turn with the
return pipe I, entering into the lowest point of the cap B' of the main heater.
It will be observed from this description that the heater O is included in one of
the circuits which I form, and that the outgoing pipe from said heater connects
into the lowest point of the main heater. When the main heater (that is the
steam heater A) is in operation, the hot water will naturally find exit from the
upper opening in the casing and will pass out through the outgoing pipes G and G¹
through the short circuits and back through the return pipes I 1' in to the bottom
of the heater.
When the stove is used to heat the water of circulation, the heated water will
flow into the stove through the pipe i be heated in the coil in the stove and will
return to the main heater beneath the car through the pipes ji and I', which
latter discharges the heated water into the bottom of the main heater A, from
which it will be distributed through the other short circuits in the same manner as
if steam were in the heating pipes in the casing A.
Thus, instead of having the friction of the piping of the entire system to be
overcome by the difference in temperature at the top and bottom of the stove I
have simply to overcome the friction in the short circuit in which the stove is
located. By discharging this hot water into the bottom of the heater A at the
lowest point of the system, a circulation is established from that heater through all
the short circuits independently of the stove. The circulation through these
circuits N' J and K will be established and maintained by the difference in
temperature between water passing out through the exit pipe Gi and that returning
through the return pipe I, these being located at the top and bottom of the heater
respectively in opposite ends thereof.
By subdividing the work in this manner I am enabled to operate my system
with very low pressure, and instead the pressure will be so low that, if desired, the
expansion drum can be left open, obviating any danger of bursting, and enabling
me to use pipes of very much lighter weight, besides obtaining a quicker circulation
and distributing the heat through the car more evenly.
I preferably make the circuit N of larger pipe than the other circuits so that a
sufficient volume of water will pass therethrough and be heated to be redistributed
through the heater A through the other circuits of the car.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what I claim is :
1. In a hot water heating apparatus for railway cars, the combination with a
heater at the lowest point of the system, having a water and steam system, a series
of circuits connected with the water chamber therein, and a steam supply pipe
connecting into the steam chamber of said heater.
2. In a car heating apparatus, the combination with a heater centrally located
beneath the car, of a series of independent circuits from said heater, a main steam
supply pipe, a branch steam supply pipe leading into said heater, and a valve
controlling said supply pipe.
3. In a heating apparatus for railway cars, the combination of a heater at the
lowest point of the system, having water and steam chambers therein, a steam
supply pipe connecting with said steam chamber, and a series of circulating pipes
connected into the water chamber and having outgoing and return pipes connected
at the top and bottom respectively and at opposite ends.
4. In a hot water heating apparatus for railway cars, a heater comprising the
casing A, heads B B', the steam pipes bd and the yielding section 4, substantially
as described.
4
5
5. In a hot water heating apparatus for railway cars, a heater comprising a
circular casing caps at each end, inlet connections at the lowest point in one cap 5

page_text: and outlet connections at the highest point in the other cap, substantially as
described.
Dated this 22nd day of February 1892.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.