IMPROVE- MENTS IN AND IN APPARATUS FOR LIGHTING RAILWAY CARRIAGES
Year: 1877

page_text: LETTERS PATENT to George Westinghouse, junior, of the City of Pittsburgh,
Pennsylvania, one of the United States of America, at present of 4, Clayton
Square, Liverpool, in the County of Lancaster, for the Invention of "IMPROVE-
MENTS IN AND IN APPARATUS FOR LIGHTING RAILWAY CARRIAGES." Partly
a communication from abroad by Abraham H. Phillippi, of Reading, Pennsyl-
vania, United States of America.
ealed the 20th October 1877, and dated the 7th May 1877.
PROVISIONAL SPECIFICATION left by the said George Westinghouse at the
Office of the Commissioners of Patents on the 7th May 1877.
GEORGE WESTINGHOUSE, junior, of the City of Pittsburgh, Pennsylvania, one
of the United States of America, at present of 4, Clayton Square, Liverpool, in
the County of Lancaster. "IMPROVEMENTS IN AND IN APPARATUS FOR LIGHTING
RAILWAY CARRIAGES."
Partly a communication from abroad by Abraham H.
Phillippi, of Reading, Pennsylvania, United States of America.
This Invention relates to lighting railway carriages by the combustion at suitable
burners of the vapour of a hydrocarbon carried in mechanical suspension in a current
of air or hydrocarbon vapour in admixture with air, and has for its main objects to .
provide a light at comparatively low cost, of high illuminating power, and that
without incurring the danger attendant upon carrying hydrocarbon liquids in bulk
upon vehicles. By air is meant atmospheric air, hydrogen, or other gas suited for
lighting when charged with the vapour of a hydrocarbon.
Under the first part of the Invention, sawdust, sponge, cotton, wool, woven fabric,
asbestos, coke, or other absorbent material, by preference of a porous character, and
presenting a large surface, is placed in a carburetting vessel, and so packed or
disposed that when the hydrocarbon liquid is poured thereinto the hydrocarbon is
held in suspension, and does not remain in the liquid condition in such manner that
were the carburetting vessel broken or ruptured the liquid would flow out.
Second. The carburetting vessel for containing the absorbent material specified
under the above first part may be of any external form. It is provided with three
[Price 6d.

page_text: openings, one for charging with the absorbent material and hydrocarbon, a second
for conveying the current of air thereto, and the third for conveying away the
mixed air and hydrocarbon vapour through pipes and other parts to the burners.
To ensure that the said carburetter shall not be overcharged with the hydrocarbon
a draw-off cock is placed at the bottom.
Third. To obtain the required current for the carburetters, and it is to be under-
stood that one such carburetter on each vehicle is preferred, compressed air is
employed. This may be obtained by independent compressing apparatus, or by
combining the lighting contrivances with the pipes and connections of compressed
air train brakes. When an air pipe is led along the length of the train, say
from the locomotive, connection is made by branches to air reservoirs, one on
each vehicle, thence to the carburetter; but when used in connection with my
well-known automatic air brake, the brake pipes serve for conveying the air to
reservoirs, such reservoirs being in all cases provided each with a check valve,
so that in the event of a carriage being separated from a train there will be sufficient
supply to continue the lighting for the longest required period.
Fourth. To regulate the pressure or supply of air to the carburetters, or the
pressure after passing the carburetters of what may be called the lighting gas to the
burners, a novel governor has been devised. This consists of a valve held open by a
spring, which permits the fluid to flow into a chamber, one side of which is closed
by a flexible diaphragm. The pressure on the said diaphragm causes it to move
outwards or inwards, and open or close a regulating valve, thus ensuring uniformity
of pressure.
The spring above mentioned serves also to adjust the diaphragm
and valve.
Fifth. In cases where it is desired to reduce the lights on a train for economical
reasons, a controlling valve is fitted on each carriage, and to a line of air supply pipe.
When a guard or attendant varies the pressure of air, say in the van, these valves
automatically increase or diminish the supply of air or of lighting gas. The said
controlling valve consists of a piston or diaphragm connected to a tap or valve acted
upon by a spring in one direction, and air or gas pressure in the other; hence, by
reducing the pressure, say, in a van, the pressure is reduced to all the burners.
Sixth. For the better combustion of the gas produced under the Invention, an
improved argand burner is employed. This has a central conducting tube sur-
rounded by the flame, and it serves to allow the gas to be heated before combustion
takes place.
It will be obvious that pipes, taps, and the connections usual when coal
gas is used for lighting, are employed with my improvements, but these, as well
as ordinary burners, are well known to and understood by those skilled in the art
of lighting.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said George Westinghouse in the Great Seal Patent Office on the 6th
November 1877.
GEORGE WESTINGHOUSE, junior, of the City of Pittsburgh, Pennsylvania, one of
the United States of America, at present of 4, Clayton Square, Liverpool, in the
County of Lancaster. "IMPROVEMENTS IN AND IN APPARATUS FOR LIGHTING
RAILWAY CARRIAGES." Partly a communication from abroad by Abraham H.
Phillips, of Reading, Pennsylvania, United States of America..
This Invention relates to lighting railway carriages by the combustion, at suitable
burners, of the vapour of a hydrocarbon carried in mechanical suspension in a
current of air, or hydrocarbon vapour in admixture with air, and has for its main
objects to provide a light at comparatively low cost, of high illuminating power,

page_text: and that without incurring the danger attendant upon carrying hydrocarbon liquids
in bulk upon vehicles. By air is meant atmospheric air, hydrogen, or other gas
suited for lighting when charged with the vapour of a hydrocarbon.
Under the first part of the Invention, sawdust, sponge, cotton, wool, woven fabrics,
asbestos, coke, or other absorbent material, by preference of a porous character, and
presenting a large surface, is placed in a carburetting vessel, and so packed or
disposed, that when the bydrocarbon liquid is poured thereinto, the hydrocarbon is
held in suspension and does not remain in the liquid condition, in such manner that
were the carburetting vessel broken or ruptured the liquid would flow out.
Second. The carburetting vessel for containing the absorbent material specified
under the above first part, may be of any external form. It is provided with three
openings, one for charging with the absorbent material and hydrocarbon, a second
for conveying the current of air thereto and the third for conveying away the
mixed air and hydrocarbon vapour through pipes and other parts to the burners.
To ensure that the said carburetter shall not be overcharged with the hydrocarbon
a draw-off cock is placed at the bottom.
Third. To obtain the required current for the carburetters, and it is to be under-
stood that one such carburetter on each vehicle is preferred, compressed air is
employed. This may be obtained by independent compressing apparatus with a
line of pipe extending the length of the train, or by combining the lighting con-
trivances with the pipes and connections of compressed air train brakes. When an air
pipe is led along the length of the train, say from the locomotive, connection is
made by branches to air reservoirs, one on each vehicle, thence to the carburetter ;
but when used in connection with my well-known automatic air brake, the brake
pipes serve for conveying the air to reservoirs, such reservoirs being in all cases
provided each with a check valve, so that in the event of a carriage being separated
from a train, there will be sufficient supply to continue the lighting for the longest
required period.
Fourth. To regulate the pressure or supply of air to the carburetter, or the
pressure after passing the carburetters of what may be called the lighting gas to
the burners, a novel governor has been devised. This consists of a valve, held open
by a spring, which permits the fluid to flow into a chamber, one side of which is
closed by a flexible diaphragm. The pressure on the said diaphragm causes it to
move outwards or inwards, and open or close a regulating valve, thus ensuring
uniformity of pressure. The spring above mentioned serves also to adjust the
diaphragm and valve in the required position.
Fifth. In cases where it is desired to reduce the lights on a train for economical
reasons, a controlling valve is fitted on each carriage and to a line of air supply pipe.
When the guard or attendant varies the pressure of air, say, in the van, these valves
automatically increase or diminish the supply of air or of the lighting gas. The
said controlling, valve consists of a piston or diaphragm connected to a tap or
valve acted upon by a spring in one direction, and air or gas pressure in the other;
hence, by reducing the pressure, say, in a van, the pressure is reduced to all the
burners.
Sixth. For the better combustion of the gas produced under the Invention, an
improved argand burner is employed. This has a central conducting tube sur-
rounded by the flame, and it serves to allow the gas to be heated before combustion
takes place.
It will be obvious that pipes, taps, and the connections usual when coal
gas is used for lighting, are employed with my improvements, but these, as well
as ordinary burners, are well known to and understood by those skilled in the art
of lighting.

page_text: preferably sawdust, containing hydrocarbon liquid in suspension. The quantity
of sawdust should be sufficient to absorb three gallons, more or less, of the hydro-
carbon.
Under the second part, the carburetting vessel 1 is provided with three open-
ings, 2, 3, and 4. The opening 2 is fitted with a stop-cock 5, and formed with a
bell mouth 6 through which the said carburetting vessel is charged with absorbent
material and hydrocarbon. 7 is a stop-cock, through which any excess of hydro-
carbon may be run off. Through the opening 3 air is supplied to the said car-
buretted vessel to take up the hydrocarbon, and the mixed hydrocarbon vapour and
air pass off through the opening 4 and pipe 8 to the burners. This vessel may be,
if desired, so fastened as to be readily removed for the purpose of charging or of
being replaced by one already charged at some safe and convenient place.
Under the third part 9 is an air pipe used in operating my automatic brake; 10
is a branch pipe opening through the triple valve 11 to the brake reservoir 12; 13
is a pipe opening from the part of the triple valve 11, containing the same pressure
as the reservoir 12 to the pipe 14, connected at one end to the reservoir 15, and at
the other to the opening 3 in the carburetting vessel 1 through the governor 16.
Between the triple valve 11 and the pipe 14, the check valve 17 is placed to prevent
escape of air backwards from the reservoir 15 if either of the ends of the charging
pipe 9 should by any means be left open, or if there should be any diminution of
pressure therein whilst operating the brake. The reservoir 15 is so large, that when
charged with air at about 60 lbs. pressure, the supply of hydrocarbon vapour and
air to the burners will be maintained for several hours. The reservoir 15 may be
filled with air under pressure by hand or other pumps, or when forming a part of
my automatic brake, by charging the brake reservoirs at the commencement of each
journey, or a pipe led through the train similar to the brake pipe 9 may be employed
to convey air to the reservoirs. When once charged these reservoirs will retain
their pressures several days if no lights be burned.
Under the fourth head, 16 is a governor, shown more particularly in Fig. 3, for
regulating the pressure or supply of air to the carburetting vessel 1. Air from the
reservoir 15 enters by the opening 18 into the chamber 19, and passes thence past
the valve 20 through the way 21, into the chamber 22, and out through the port 24
to the carburetting vessel. The valve 20 is kept open by means of the spring 25
acting on the diaphragm and plates 26 and rod 27. 28 is a spring to cause the
valve 20 to become seated when the pressure of the spring 25 is removed; 29 is a
screwed cap which serves to regulate the tension of the spring 25.
The action of the governor is as follows:-The spring 25 keeps the valve 20 open
so as to allow of the free passage of air through the governor, but that so soon as
the pressure of air in the chamber 22 begins to accumulate, it acts upon the
diaphragm 26 so as to cause the spring 25 to be compressed, and thereby allow the
valve 20, assisted by the spring, to more or less close the orifice 21. It will there-
fore be obvious that the pressure of air in the chamber 22, and consequently in the
carburetter 1 may be adjusted to any requirement by the compression of the
spring 25.
Under the fifth part, Fig. 4 is a valve which may be placed under each or any
carriage for the purpose of enabling the guard or other official to have control of the
amount of gas burned. For this purpose the air, or mixed air and hydrocarbon,
are caused to pass through the passage 30 on the way to the burners. 31 is a valve
which is caused to close the passage 30 by the action of the spring 32; 33 is a small
hole, which allows when the valve 31 is closed, so much air, or air and hydrocarbon,
to pass to the burners, that a small light may be kept in the carriages. When it is
desired to increase the amount of air. or air and hydrocarbon passing to the burners,
pressure is admitted to act on the diaphragm 34 and rod 35, through the way 36,
so as to cause the valve 31 to open more or less. The way 36 is connected to a pipe
extending through the train, so that the guard or attendant may by varying the
pressure have control over the diaphragm 34. The said pipe, which is independent
of the brake pipe, serves, by preference, as the charging pipe for the reservoir 15,

page_text: though a separate charging pipe may be used. The spring against which this
diaphragm acts is strong enough to prevent the valve 31 from being unseated, even
when there is a considerable pressure in the charging pipe.
Figs. 5, 6, 7, and 8 show a valve or cock which may be employed by the guard or
attendant in order to regulate the amount of air and hydrocarbon passing to the
burners, or cut it off altogether. The pipe from the carburetting vessel is connected
to the port 37, and the air and hydrocarbon pass thence by the way 38 and port 39
to the burners. When from any cause it is desired to reduce the light in the
carriage, the guard or attendant turns the cock 40 until the way 38 opens only to
the way 41 leading to the port 39. The size of the way 41 is adjusted by the
screw 42.
Fig. 9 shows a form of lamp which I sometimes use, and which serves as an
additional carburetter and a reflector. The mixed air and hydrocarbon enter at 43,
and pass by the pipe 44 to the burner.
Having now described and particularized my Invention so that others will be
enabled to carry my improvements into effect, I would have it understood that I do
not confine myself to any particular form or construction of carburetting vessel so
long as the liquid hydrocarbon is thoroughly absorbed by the packing described.
I claim,―
Under the first part,-
A carburetting vessel containing absorbent or porous material, so packed or dis-
posed as to hold hydrocarbon liquid, substantially in the manner described for the
purposes set forth.
Under the second part,-
A carburetting vessel having three openings therein, for the purposes set forth.
Under the third part,―
(a.) Connecting a carburetter or carburetters with an air pipe extending through
the train, substantially as and for the purposes set forth.
(b.) Connecting a carburetter and reservoir, or carburetters and reservoirs, with
an air pipe extending through the train, substantially as and for the purposes set
forth.
Under the fourth part,-
Apparatus or appliances for governing the pressure of air and hydrocarbon
supplied to the burners, substantially as set forth.
Under the fifth part,-
The apparatus or appliances whereby the supply of air and hydrocarbon to the
burners may be controlled by an attendant, substantially as set forth.
In witness whereof, I, the said George Westinghouse, junior, have hereunto
set my hand and seal, the
day of November, in the year of
our Lord One thousand eight hundred and seventy-seven.
GEO. WESTINGHOUSE, JR. (LS.)
GEO. WESTINGHOUSE, JR. (LS.)