Improvements in Steam Radiators and Heating Apparatus for Railway Carriages and other uses.
Year: 1897

page_text: Date of Application, 5th July, 1897
Complete Specification Left, 29th Mar., 1898-Accepted, 30th Apr., 1898
PROVIDIUNAL SPECIFICATION.
Improvements in Steam Radiators and Heating Apparatus for
Railway Carriages and other uses.
I, EDWARD ETHEL GOLD, of Number 64, West Seventy-seventh Street, in the
City of New York, United States of America, Manufacturer, do hereby declare
the nature of the said invention for " Improvements in Steam Radiators and
Heating Apparatus for Railway Carriages and other uses " to be as follows:-
This invention relates to radiators for use in steam heating, being designed with
special reference to the requirements of railway car heating. In my Specifications
Numbers 19,695 of 1893, and 19,497 of 1896, 1 have disclosed various constructions
of radiators adapted to act as storage heaters for absorbing a considerable amount
of heat and slowly radiating it after the steam is shut off. My present invention
provides a further improvement in radiators of this nature designed to simplify
and cheapen the construction.
1.
+
According to my present invention I construct the radiator with an elongated
shell, preferably cylindrical in form, and arranged horizontally or nearly so, being
preferably slightly inclined so as to drain toward one end. At one end of this
shell or casing, I introduce a steam pipe, which is extended preferably through
the casing to or near the opposite end thereof, being extended on an incline so as
to drain toward its point of admission, and having its inner end extended up to
the level to which it is desired that water of condensation shall accumulate within
the radiator. This one pipe consequently serves to admit steam to the radiator,
and also when the latter becomes filled with water of condensation up to the level
of the upper end or mouth of this pipe, it serves as an overflow pipe for carrying
off any further condensation water. On the outer side of the radiator shell this
pipe is extended downwardly, preferably without the intervention of any valve,
and is joined to the main steam pipe which extends approximately horizontally,
although inclined sufficiently to drain toward one end. In a railway car or car-
riage, this main steam pipe is beneath the floor while the radiators are above the
floor, their several pipes forming branches of the main steam pipe, and the ends
of the latter are provided with shut-off cocks and flexible hose and couplings for
uniting the section of pipe under one car or carriage with those under the adjoining
ones. At any suitable point, preferably the lowest point, the main steam pipe
is provided with a pocket or wall into which condensation water may drain, a
thermostatic trap, or any other suitable trap being provided for draining off the
accumulated water of condensation as it cools. Or the pocket or well may be a
sufficiently large tank to hold all the condensation water during an entire trip,
and be drained at the end of the trip by a hand-operated valve. Steam flows
through the main steam pipe and thence ascends through the branches into the
radiators, where it condenses, and the condensation water accumulates and finally
overflows down the same pipes into the main steam pipe, along which it runs to
the lowest point and drains into the pocket or condensation reservoir.

page_text: Each radiator branch pipe may be provided with its own condensation pocket
and thermostatic trap if preferred.
The
To enable the accumulated water to be discharged from the radiators, each is
provided with a drainage cock, preferably operated from beneath the car.
preferred construction consists of an upright drainage tube screwed into the
radiator shell, having a seat formed on its upper end on which seats a valve disk
which is mounted on a stem extending down through the tube, and having a
handle at its lower end beneath the tube by which to turn it, and formed with screw
threads by which as it is turned it may be raised or lowered to open or close the
valve.
The amount of heat given out by the radiators may be governed in three ways;
first, by varying the steam pressure through any known pressure regulator at
the source of steam; second, by varying the amount of condensation water in
the radiator, which consequently varies the area of the radiator shell which is in
contact with the live steam. Thus for first heating up a car or apartment it is
desirable to empty the radiator in order that its entire surface may be available
for radiating the direct heat of the steam, but subsequently the heating surface
is reduced as the radiator fills with condensation water. Third, by enclosing the
radiator in a non-heat-conducting chamber or jacket which is adjustable to open
more or less in order to permit the escape of more or less heat.
To facilitate the escape of air from the radiator when steam is first turned on,
I prefer to provide it with an air valve. This I construct as a thermostatic trap
closing when expanded by the heat of the steam. To prevent its being choked
by particles of foreign matter being blown into it, I cause its inlet tube to project
well within the interior of the radiator shell.
Dated this 5th dow of Lul 1907
J. C. MEWBURN & ELLIS,
55 & 56, Chancery Lane, London, Chartered Patent Agents.
Improvements in Steam Radiators and Heating Apparatus for
Railway Carriages and other uses.
I, EDWARD ETHEL GOLD, of Number 64, West Seventy-seventh Street, in the
City of New York, United States of America, Manufacturer, do hereby declare
the nature of the said 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 radiators for use in steam heating, being designed with
especial reference to the requirements of railway car heating. In my Specifications
Numbers 19,695 of 1893, and 19,497 of 1896, I have disclosed various constructions
of radiators adapted to act as storage heaters for absorbing a considerable amount
of heat and slowly radiating it after the steam is shut off. My present invention
provides a further improvement in radiators of this nature designed to simplify
and cheapen the construction.
One form of my invention is shown in the accompanying drawings, wherein,
Fig. 1 is a longitudinal section of a railway carriage showing my heating
system applied thereto;
Fig. 2 is a horizontal section thereof showing the heating apparatus in plan;
Fig. 3 is a vertical section longitudinally through one of the radiators on a
larger scale;
Fig. 4 shows the drainage valve for the radiator on a still larger scale ;
Fig. 5 shows in section the condensation water pocket.

page_text: According to my present invention I construct the radiator with an elongated
shell A, preferably cylindrical in form, and arranged horizontally or nearly so,
being preferably slightly inclined so as to drain toward
one end. At one end
of this shell or casing, I introduce a steam pipe B, which is extended preferably
through the casing to or near the opposite end thereof, being extended on an incline
so as to drain toward its point of admission a, and having its inner end 6 extended
up to the level to which it is desired that water of condensation shall accumulate
within the radiator. This one pipe B consequently serves to admit steam to the
radiator, and also when the latter becomes filled with water of condensation up to
the level of the upper end or mouth 6 of this pipe, it serves as an overflow pipe
for carrying off any further condensation water. On the outer side of the radiator
shell this pipe is extended downwardly at B', preferably without the intervention
of any valve, and is joined to the main steam pipe C which extends approximately
horizontally, although inclined sufficiently to drain toward one end, or toward
both ends. In a railway car or carriage, this main steam pipe C is beneath the
floor while the radiators A A. are above the floor, their several pipes B₁ forming
branches of the main steam pipe C, and the ends of the latter are provided with
shut-off cocks c (Fig. 2) and flexible hose d and couplings e for uniting the section
of pipe under one car or carriage with those under the adjoining ones.
At any
suitable point, preferably the lowest point, the main steam pipe C is provided
with a pocket or well D) (Fig. 5) into which condensation water may drain, a
thermostatic trap E or any other suitable trap being provided for draining off the
accumulated water of condensation as it cools. Or the pocket or well may be a
sufficiently large tank to hold all the condensation water during an entire trip,
and be drained at the end of the trip by a hand-operated valve. I prefer to slope
the pipe C from the middle toward both ends, and to provide a pocket D at each
end, as shown in Figs. 1 and 2.
Steam flows through the main steam pipe C and thence ascends through the
branches into the radiators A A, where it condenses, and the condensation water
accumulates and finally overflows down the same pipes into the main steam pipe,
along which it runs to the ends thereof and drains into the pockets D) or condensa-
tion reservoirs.
Each radiator branch pipe B¹ may be provided with its own condensation
pocket D and thermostatic trap E if preferred.
To enable the accumulated water to be discharged from the radiators at will,
each is provided with a drainage cock F, preferably operated from beneath the
car.
The preferred construction consists of an upright drainage tube f screwed
into the radiator shell, having a seat g formed on its upper end on which seats a
valve disk G which is mounted on a stem h extending down through the tube,,
guided by wings i, and having a handle k at its lower end beneath the tube by
which to turn it, and formed with screwthreads ; by which as it is turned it may
be raised or lowered to open or close the valve.
The amount of heat given out by the radiators may be governed in three
ways: First, by varying the steam pressure through any known pressure
regulator at the source of steam. Second, by varying the amount of condensation
water in the radiator, which consequently varies the area of the radiator shell
which is in contact with the live steam. Thus for first heating up a car or apartment
it is desirable to empty the radiator in order that its entire surface may be available
for radiating the direct heat of the steam, but subsequently the heating surface is
reduced as the radiator fills with condensation water. Third, by enclosing the
radiator in a non-heat-conducting chamber or jacket H (Fig. 1) which is adjustable
to open more or less in order to permit the escape of more or less heat.
To facilitate the escape of air from the radiator when steam is first turned on,
I prefer to provide it with an air valve as shown at J. This I construct as a
thermostatic trap closing when expanded by the heat of the steam, and having
a drip-pipe leading down through the floor. To prevent the valve being choked

page_text: by particles of foreign matter blown into it, I cause its inlet tube m to project well
within the interior of the radiator shell, and taper it to a thin edge.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is:
1. The described system of heating apparatus comprising a radiator A with a
single pipe B B¹ for supplying it with steam and discharging the overflowing
water of condensation, ascending from the steam-supply pipe C and entering the
radiator and rising therein to the highest water level, with means in connection
with said pipe for discharging the overflowing condensation, and means for empty-
ing the radiator at will, substantially as set forth.
2. The described system of heating apparatus applicable particularly to railway
carriages, comprising a steam nipe C inclined to drain toward its lowest point, and
there provided with a condensation receiver 1 and trap E or other means for
freeing the pipe from condensation water, with branches B¹ ascending from this
pipe and communicating with pipes B entering the radiators A and rising therein
to the highest water level so as to serve both for admitting steam to the radiator
and for draining off the overflow of condensation therefrom, substantially as set
forth.
3. The described construction of valve F for emptying the radiator adapted to
be operated from beneath, substantially as set forth.
Dated this 28th day of March 1898.
J. C. MEWBURN & ELLIS,
55 & 56, Chancery Lane, London, Chartered Patent Agents.