Improvements in Apparatus for Heating and Ventilating Railway Trains
Year: 1895

page_text: Date of Application, 14th May, 1895-Accepted, 27th July, 1895
COMPLETE SPECIFICATION.
Improvements in Apparatus for Heating and Ventilating Railway
Trains
1, JULES DERY, of 28, Rue du Marteau, Brussels, Belgium, Engineer, do hereby
declare the nature of the said invention and in what manner the same is to be
performed, to be particularly descubed and ascertained u and by the following
statement
-
The object of this invention is a complete heating apparatus for railway trains,
which may also serve to ventilate the interior of the carriages in summer.
The novelty of the invention is based on the following arrangements.
1 The coupling of the conduit pipes, Figs. 1 to 8
2 The heating and ventilating apparatus, Figs. 9 to 22
Fig. 1. shows a side view of the coupling.
Figs. 2, 3, 4, 7, and 8 are detail views of the parts, on an enlarged scale
Figs. 5 and 6, slow a modified construction of the coupling.
The coupling consists of two levers 1, each formed with thee coupling clamps c,
two bent tubes b, provided with straps, screwed to the same; two iubber pipes g,
secured by the collars h, and two elbow pipes of iron fixed by stays on the
carriage.
The coupling proper consists of two annular pieces of metal a, each of which on
the inner edge is provided with three wedge shaped clamps c, arranged sym-
mctrically, but of uneven length so that the employés may not accidentally set the
levers with the balls duceted upwards, which might cause the coupling to yield.
In order further to secure the same, each lever I, is fitted with a small chain m, by
which the levers are connected with one another when the coupling has been
effected. The rings a, on which the clamps c, are mounted are of somewhat
gienter diameter internally than the outer diameter of the tubes b, so that the
rings will slip readily on the tubes and so that no torsion may take place in the
rubber tubes and at the contact surfaces.
The tube b, on which the upper part of the rubber pipe is fixed at the end
where the coupling rings work, is formed with a hollow collar r, see Figs. 7 and 8,
in which a packing ring t, is secured by means of an externally screw-threaded ring
of metal. The holes n, in the screw-ring, see Fig 3, afford a hold to the screw-
wrench. Thus, the screw rings cau easily be changed. The stiap f, screwed on
the tube h, sei ves to retain the coupling ring a, when it is loosened, moreover, its
screw-bolt p, carries a small chain to cuable the pipe to be hung up on the side of
the carriage when not in use or to keep the coupling raised when the vehicle is
travelling
When the coupling is connected, which is effected by bringing the clamp c, into
contact with those of the next carriage and pressing down the levers 7, steam can
pass, and the heat causing expansion of the metal parts that touch one another
further tightens the coupling.
A modified construction is shown in Figs. 5 and 6. On one of the wedge-shaped
clamps c, two shoulders A, are provided, in which a toothed bar R, 15 mounted by
means of a strong bolt P, a book T, prevents its falling on the second lever when
coupling up, and its fiee end has a bolt B, allowing it to be readily lifted when
uncoupling. Conesponding with this toothed bar, a few teeth are provided on
the other part of the coupling D, and with these teeth the toothed bar engages, the
toothed bar of the second carriage corresponding to the teeth of the first. By this
ג.
OJI

page_text: device, which makes the coupling quite secure, the chain m, by which the levers 7,
have to be connected in the other case, can be diapensed with. The levers them-
selves may be hollow tubes without balls, making them much lighter and hundier,
and being hollow, they will not get hot so easily.
The gencial arrangement shown in Figs. 15 and 16, belongs to that class
which passes along under the carriage, but the overhead aangement may equally
well be adopted At each end of the carriage, an escape valve Z, 18 provided if
the arrangement is such that the fall is from the middle of the carriago towards the
ends, if the fall is from the ends towards the middle, one valve is sufficient in the
middle of the vehicle. These valves serve to allow the condensed water to run off
and may be of any suitable construction, if automatic; in this arrangement the
Heintz" volve is preferred Besides these valves, provided as stated in the main
pipes o in bianch pipes, each carriage has a condensing tube Z, fitted with a
valve at the end and mounted on the heating apparatus properly so called, see
Figs 9 and 12
68
It will be understood that this system of heating can be used with any steam
heating apparatus, the one shown in the drawings is a single heater placed below
the seats and constructed on the earliest system of Haag, in Fig. 15, however, a
coiled device p*, used as a foot-warmer, 19 shown.
In Fig. 9, 10 and 11, is illustrated the arrangement of the heating and
ventilating apparatus properly so called In the main conduit 1, is inserted a
pipe T, supplying the steam to the heater To prevent return of the condensed
water through this branch pipe, it rises to a certain height in the heater. The
waste steam and condensed water pass through another pipe, at the other end of
the heater, into a pipe connecting the several branch pipes from the several
compartments of one cairinge. At its lowest point the outlet valve 18 placed
The regulating apparatus 13 shown in Figs 9 to 11, and it consists of an iron
box W, having a movable lid V, and containing the heater properly so called, and
of two regulators Y, fitted with counterweights P
The lid, at its lower end is secured to two chains X, which pass over rollers and
carry the counter weights P Two rods n', attached to these weights, allow the
same to be raised by the attendants from outside, or to be lowered if required. The
arrangement of the weights is such, that they balance the lid V, if the weights
are 10 be regulated from within by the travelling public, any of the usual
regulating devices may readily be adapted.
The weights slide up and down vertically in an iron box Y, the interior of which
they entirely fill in transverse section; the box is formed with two apertures,
one p', at the bottom, and the other p', at half the height If the weight is at
the bottom of the box Y, it closes both apertures against the atmosphere; at
half the height it only closes the aperture p³, see Fig. 10; when entirely raised
both apertures are open to the air.
The lower aperture opens outside, so that air can enter through the same; the
apertine, opens in the compartment, behind the receptacle W. The weights
may be fixed in the required position by a pin inserted in one of three holes in
the rod or bar n'
The box Y, is placed at the level of the carriage-step, and close to the
longitudinal main beam of the fame of the ear; it has two an inlets, duected
forward and aft, no matter in what direction the car may be travelling. These an
inlets are provided with sliding registers K, capable of being fixed at different
heights by means of chains s. At the lower part of the box there are other two
little doors, placed obliquely and serving to clean the apparatus.
The arrangement above described fulfils three requirements.
1. Ileating without ventilation.
2. Heating with ventilation, when the cold is moderate; and
3. Ventilation without heating, in the summer.
This will be readily understood from an examination of Figs 17 to 22. When

page_text: bottom, no air is admitted from outside and the lid V, being open, the whole o
the heat reaches the interior of the compartment When the weight is in the
position shown in Fig. 18, or at ball-height, the lid V, is half closed and forms a
kind of guard the outer air passes into the box W, but flows over the heater and
is warmed before entering the carriage through the aperture 2. When the weight
1s quite at the top, as shown in Fig 19, the lid is closed and both aperties are
free, the air then freely enters the carriage and no heating takes place, only
ventilation. In the two last cases the two doors K, can be opened, more or less,
according to the prevalent temperature. The arrows in Figs 18 and 19, show the
path of the au, it being assume that the car is travelling from left to right
If found necessary, intermediary positions of the doors K, may be provided for,
and instead of being manipulated from the outside by the attendants, means may
be provided for working them from the inside, in which case it is necessary to
mark the positions for "hot," "moderate" and "cold"
The
A modification of the regulator above described is shown in Figures 12, 13
and 14 It is particularly designed for operation by the passengers, and consists in
this, that for the separate boxes Y, placed at either side of the cantage, a single
box placed beneath the seat 18 substituted. A vertical partition divides it into two
parts, in which the weights P', move up and down, these being connected by means
of connecting pipes C, with an supply boxes D, on the outside of the car.
boxes D, as well as the pipes C, are divided by partitions M, one for each direction
of travel of the caritage The air then passes through nozzles T, T₁, t, t¹, two in
each division of the box Y, one placed above the other. The admission of the an
into the carriage 19 regulated by raising or lowering the weights P, by the aid of
the regulating lever, R, so that either all the nozzles t, t, T, T", are closed or only
the upper ones or even when the weights are entirely at the top, all the nozzles
are open.
'
Finally, it may be mentioned that the steam supply, coming from the engine, is
fitted with a three-way valve conveniently placed for the engine-driver, so that the
steam may be passed into the air or into the smoke-box, when carnages are being
coupled, so that the stopcocks usually provided on the carnages may be omitted,
and so that coupling and uncoupling may be readily and safely effected without
filling the station with steam
Having now particularly described and ascertained the nature of the said inven
tion and in what manner the same is to be performed, I declare that what I
claim 18:
A heating and ventilating apparatus for railway trains, in which steam taken
from the engine is distributed to the several heaters in the compartments by one
principal pipe and bianch pipes, said apparatus being characterized by the
following that the principal pipe is fitted with couplings so constructed that
they are closed, without screwing, simply by pressure on the weighted levers 1,
wedge shaped clamps of said couplings, engaging with one another, the levers
being then secured by chains m, the whole being so arranged as to have the
temperature in the carriages hot, cold or temperate, another characteristic being
that the counterweights P, connected with the lid V, of the box W, enclosing the
heater, serve to close the au-supply passages, so that, according to the position of
the lid and of the weights, air is shut off or admitted, and heated or not heated
before admission into the compartment
2 The arrangement of the coupling alluded to in Claim 1, characterized by
having the clamps c, of unequal length, so that when the coupling is close tho
weights are always below, whilst the packing rings (having strengthend or
tluckened rims) are held in place by screw rings capable of being readily loosened
and pressing on the packing rings
3. The modification of the coupling referred to in Claims 1 and 2, in which the
chains,
and counter weights are replaced by fitting one of the clamps c, with
teeth D, so at ranged that when the coupling is closed, the toothed locking bar of

page_text: one carriage engages with the teeth of the coupling on the other, thus securing the
coupling
4 The arrangement of the ventilating apparatus icferred to in Claim 1,
characterized by the weights P, closely connected with the inovable lid V, moving
up and down in a casing Y, the casing having two apertures, pl, and p', the latter
opening into the compartment, the lower aperture p', connected with a pipe for
admitting the an (the pipe having two inlets), doors K, being provided for the
purpose of regulation from either within or from without.
5. The modification of the ventilating apparatus referred to in Claim 1 and 4,
in which the casings or boxes Y, placed at the right and left of the carnage are
replaced by a single divided casing connected by partitioned pipes with the air
supply passages at the sides of the carriage.
Dated this 14th day of May 1895.
DAY, DAVIES & HUNT,
321, High Holborn, London, W.C., Agenta foi the Applicant.