Improvements in Apparatus for Heating Railway Vehicles.
Year: 1892

page_text: Date of Application, 15th July, 1892
Complete Specification Left, 14th Apr., 1893-Accepted, 27th May, 1893
PROVISIONAL SPECIFICATION.
[Communicated from abroad by THE CONSOLIDATED CAR HEATING COMPANY,
of Wheeling, West Virginia, United States of America.]
Improvements in Apparatus for Heating 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 to be as follows:-
The object of the invention is to heat the carriages composing the train by means
of a single hot water circuit, extending the entire length of the train and using
steam from the locomotive as the source of heat. The circuit is composed of two
lines of piping in every carriage, the ends of the two lines being connected by
means of flexible hose couplings to the corresponding two lines of the next carriage
and so on throughout the train. At the end of the last carriage the two lines are
connected with each other by means of the flexible couplings.
The circuit is made complete at the front end by means of a special equipment
on the tender and comprising two pipes corresponding to the lines of piping on the
carriages and provided with similar hose coupling to connect therewith.
These two pipes on the tender which are preferably secured underneath the
tank are permanently connected by a suitable return bend and in this return bend,
or preferably in the straight portion of one of the two pipes is placed a device for
injecting steam into the circuit.
This device may be on the common well known principle of the injectors or
ejectors, whereby the force of the steam is utilized to its full extent to create a
forced circulation of the water through the circuit or the device may be more or
less constructed on the principle of a condenser or commingler, so as to condense
or commingle a large volume of steam into the water without producing noise. A
suitable steam supply pipe extends from the locomotive to the tender and this is
also provided with a flexible coupling between the two.
Devices for regulating the admission of steam and thereby regulate the tem-
perature of the carriages are provided and they may be either under the control of
the engineer or they may be operated from the guard's van.
The two lines of piping on each carriage are all inside, except at the ends where
they pass out through the floor and extend under the floor sill a little distance
beyond the ends of the carriage so as to place the valves with which each line of
piping is provided at both ends accessible from the outside.
These valves are preferably provided with angular coupling ends for the flexible
hose couplings, whereby the initial downward bend is provided for the same, so
that the flexible couplings may have a suitable slack between the carriages.
As the steam is directly injected into the water of circulation the volume of
water will be constantly augmented.
To provide an overflow for the increment I connect the vertical overflow pipe to
the circulating pipe, preferably directly to the injector or condenser and pass
within the overflow pipe up through the bottom of the tank of the tender above
the level of the water therein. Its upper end may be provided with an open return
bend and a check valve is also placed in this overflow pipe.
Each line of piping within the carriage is intended to heat one side only of
the carriage and to this end the pipes extend preferably through the center of the
carriage near the floor and lateral bends are made in this pipe to extend to the
espective side of the carriage underneath the seats in the different compartments,
bus one side of the carriage is heated by the heat radiated from one and the other
TD 017

page_text: side by the heat radiated from the other line of piping and as the aggregate of the
heat of the two lines of piping is always the same in all the carriages, cach gets
the same amount of heat.
The principal novelty of the invention consists in the arrangement of the piping
whereby the same relative amount of heat is provided for each carriage.
Further, in the manner of constructing and arranging the piping whereby all the
carriages are heated by a single hot water circuit and an even temperature
maintained throughout.
Further in the manner of disposing of the overflow whereby no water is wasted,
and the wetting of the train platform common to other systems of heating is
avoided, while at the same time no heat can be wasted.
Further the equipment of the tender with the return bend, overflow, injector or
condenser and steam supply pipe, and
Further the peculiar construction of the valves in the piping for connecting the
flexible hose thereto.
Dated this 15th day of July 1892
HASELTINE, LAKE & Co.,
45, Sonthampton Buildings, London, Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Apparatus for Heating Railway Vehicles.
1, 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 per-
formed, to be particularly described and ascertained in and by the following
statement:-
This invention relates to new and useful improvements in a system of car heating,
and the invention relates to that class of car heaters in which there is a closed hot
water circulation extending the entire length of the train.
The invention consists in the peculiar construction, arrangement and combination
of the various parts, whereby the water is circulated and heated by injecting and
condensing steam from the locomotive (or other source) into the circulation, and
the accumulating water of condensation being discharged into the tender.
The invention further consists in the peculiar construction of the radiators, all
as more fully hereinafter described.
In the accompanying drawings,
Fig. 1 is a bottom diagram plan view of two cars and a locomotive tender
showing the arrangement of piping.
Fig. 2 is a side elevation of the cars and tender, showing the piping in full lines
and the cars in dotted lines.
Fig. 3 is an enlarged plan of a portion of the radiator.
Fig. 4 is a cross section on line x-x Fig. 3.
A and B represent two railway cars, C a locomotive tender, and D a locomotive.
To heat these cars by means of steam from the locomotive, I employ the
following system :
In general my system consists of a radiator circuit or loop extending along both
sides of a train of cars, the ends at the rear being coupled together, while in front
preferably on the tender, the radiator connects with corresponding pipes connected
together to complete the loop, and comprising an ejector, discharging into one
branch of the loop and having its suction connection to the other branch; steam is
supplied from the locomotive or other boiler, and an overflow is also provided
preferably discharging into the tender for taking care of the accumulating water
of condensation.
The equipment of each car is alike, and consists of longitudinal pipes E E'
extending longitudinally of the car, and lateral loops F F extending beneath each

page_text: sent.
The longitudinal pipes are preferably provided with special couplings G at
the points from which each loop extends, these couplings having suitable apertures
to receive the legs of the loop, and between these apertures 1 arrange a diaphragm
or partition H. This diaphragm is provided with two restricted apertures I and I
at bottom and top, which, when the radiators are to be emptied allows the water
to drain out without passing around each loop, the upper aperture forming an air
hole, and the lower one a drain hole.
At each end the radiators preferably extend beneath the car, and terminate in
the longitudinal connecting pipe J J to which is connected the usual flexible
coupling K.
Up
Upon the tender I arrange two corresponding connecting pipes L L in line
with the connecting pipes JJ' and provide these pipes at the end with complementary
couplings. Mis a pipe connecting the forward ends of the pipes L L N is an
ejector or other steam jet device at the junction of the pipes M and L', the pipe M
connecting to the suction of the ejector and the pipe L' to the discharge thereof.
O is a steam supply pipe from the steam space of the locomotive to the ejector,
controlled by a valve P in the cab.
On the pipe M is a vertical pipe Q which passes upward to the top of the tender
tank, and has an elbow R at the top, and a check valve S to allow the water to
pass into the tank but preventing the ingress of air or dust.
When a number of cars thus equipped are coupled to a locomotive, having the
equipment described, the trainmen couple together the ends of the pipes JJ' upon
the rear end of the train, as shown at T, making the end of a closed loop, the
other end being formed by the pipe M, and the sides by the radiators connecting
pipes and couplers, as shown in Fig. 1.
The pipes EJ with the loops form what may be termed the outgoing pipe, and
the pipes E the return pipe to the ejector.
The operation of the system is as follows: Steam being admitted to the ejector,
it will first fill the piping, driving the air out of the overflow pipe. The steam
will condense and fill the pipes, and as soon as the pipes are filled, the ejector
forcing the steam jet into the water, will cause the water to circulate through the
system outward from the ejector on one side of the car, and returning on the other
side. As the water accumulates, it will rise in the overflow pipe and discharge
into the tender.
The heat in the cars may be controlled by the engineer by opening or closing the
valve P, more or less. In place of having the pipes L and L' and the ejector
upon the tender, they may be placed upon the baggage car, or in European
countries on the guard's van, and the valve P may be also thus arranged so that the
trainmen or guard may control the temperature.
This system enables me to use a hot water system controlled by a single valve,
and extending through the entire train. It utilizes the heat in the accumulating
water of condensation to raise the temperature of the water in the tender,
preventing discharge of water upon the track, which at stations in cold weather
forms ice.
When the train is side tracked and the locomotive detached, the valve U at the
ends of the sections J may be closed, and the water retained in the system until it
is again to be used, or the water may be allowed to all drain out.
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 correspondents I declare that what I claim is
1. In a car heating system, the combination of an equipment on each car
comprising two separated longitudinal pipes, couplings at each end and an engine
or tender equipment comprising a steam supply pipe, an ejector discharging into
one of the circulating pipes having its suction connected with the other circulating
pipe, a steam supply pipe for the ejector, and an overflow pipe, substantially as
described.

page_text: 2. In a car heating system comprising an equipment on each car consisting of
two longitudinal radiators, couplings at each end corresponding longitudinal pipes
on the tender connected together at one end, an ejector at the junction having its
discharge into one of these pipes, its suction connecting with the other, and a steam
supply pipe from the locomotive leading to the ejector, substantially as described.
3. A. car heating system comprising a closed circuit extending through the train,.
and upon the tender, and comprising the necessary couplings, an ejector in said
loop upon the tender, an overflow pipe on the return pipe, discharging into the
tender, and a steam supply pipe from the locomotive to the ejector, substantially
as described.
4. In a car heating system the radiator consisting of a longitudinal pipe through
the car, a series of side loops thereon, and a diaphragm across the pipe between the
legs of the loop having a restricted perforation, substantially as described.
5. In a car heating system the radiator consisting of a longitudinal pipe through
a car, a series of side loops and a diaphragm across the pipe between the legs of
the loops having a restricted aperture at top and bottom, substantially as described.
Dated this 14th day of April 1893.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.