Improvements relating to the Lighting and Heating of Railway and other Vehicles by Electricity.
Year: 1892

page_text: Date of Application, 5th July, 1892-Accepted, 6th Aug., 1892
COMPLETE SPECIFICATION.
Improvements relating to the Lighting and Heating of Railway and
other Vehicles by Electricity.
We, LEON DANIEL ADLER, of No. 11 Sydney Place, Gentleman, JOSEPH
LOEWENBERG, of No. 19 Second Avenue, Gentleman, SAMUEL YOUNG of No. 16
Court Street, Mechanic, and MORRIS MOSKOWITZ, of No. 353 Bergen Street,
Mechanic, all of the City of Newark, County of Essex, and State of New Jersey,
in the United States of America, do hereby declare the nature of our invention,
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
The primary object of our invention is to supply steam, horse, cable or other cars
with electricity, either for lighting or heating purposes.
The invention is designed to utilize the waste energy from one or more of the
car-wheel axles for driving or operating an air-compressor which is connected with
and which in turn drives an air-engine, causing the latter to drive a dynamo,
whereby the electricity is generated, either for lighting or heating purposes.
The invention is illustrated in the accompanying drawings, in which :—
Figure 1 is a part elevation and part section of a railway car, illustrating in side
view the arrangement of the air-compressors, on the truck, air-storing tanks or
receivers secured to the bottom of the car, air-equalizers arranged in the piping
between said air-compressors and receiving tanks, a series of receiving tanks on the
roof of the car in communication with the receivers beneath the car, and
an engine and dynamo connected with said tanks or receivers, part of the view
illustrating the interior of the car and an arrangement of incandescent lights.
Figure 2 is a vertical cross-section of the railway car, illustrating in end view,
the compressors on the truck, the air-receiving tanks underneath the car, and the
connecting pipes, and the dynamo within the car, and the receiving tanks upon the
roof of the car being represented in cross-section.
Figure 3 is a view partly in side elevation and vertical section, of the air-
equalizing device.
Figure 4 is a plan view of a truck, compressors thereon, and the air-receiving
tanks, with their connecting pipes and the air equalizing devices in said connecting
pipes.
Figure 5 is a side view of part of the storage or air-receiving tanks, with their
connecting pipes and the air-engine, a dynamo, and secondary batteries arranged in
circuit with said dynamo.
Similar letters of reference are employed in each of the above described views to
indicate corresponding parts.
In said views, A, indicates the railway car, and a one of the car-wheel axles.
Secured directly upon the truck are two air-compressors or pumps B and B', each
being provided with the air inlets or valves b.
The piston of each cylinder of said compressors is provided with the rods b¹
and respectively, which are pivotally connected by means of pins &³ with
eccentrics and 66, arranged on eccentric bearings on the axle a, as will be evident
from Figures 1, 2 and 4.
Each compressor B and B' has extending therefrom a pipe c and c¹ respectively,
connected by means of flexible tubing and c³, with the pipes and c³, which
terminate in air-receiving or storage tanks C and C¹, firmly secured to the bottom
of the car.
From the forward ends of said tanks C and C', as will be seen more especially
from Figure 2, extend pipes c and c' which communicate by means of a Tcs, and
from which a pipe c passes to the valve chamber of a suitable air-engine D, which

page_text: is preferably single acting. Said engine is connected with a suitable dynamo E,
and in circuit are arranged any number of incandescent lamps e, connected with the
dynamo by means of the wires e¹ and e'.
If desirable, a series of secondary- batteries e³ may be arranged in said circuit, as
will be seen from Figure 5.
Instead of the pipes c and c' extending from the tanks C and C¹, as shown in
Figure 2, said pipes may be dispensed with, and the communication between the
tanks established by means of a pipe clo, as illustrated in Figure 5, in which case
the pipe is in direct communication with the valve chest of the engine and the
tank C.
A suitable valve c" can be placed in said pipe, see Figure 1, in order to shut off
the supply of the air to the engine, if necessary.
Each air-receiving or storage tank C and C¹ can be provided with a blow-off or
refilling cock c¹³, an air-gauge and a safety-valve c¹
At any convenient point in the pipes
and c, we have arranged the air-
equalizing devices F, which are adapted to act automatically to relieve the pressure
of air in the tanks C and C¹ and to cause the air-compressors on the truck to exhaust
the air to a point outside of said tanks.
This equalizing device F, as will be seen from Figure 3, consists of a cylinder
in which is arranged a suitable slide valve f¹ provided with suitable air-passages f
and ³.
This cylinder and the passages f* in the valve f' normally establish a direct
communication through said passage, and the two sections of the pipe between
which said cylinder is arranged, for the air from one of said compressors to one of
the air storing tanks. Said cylinder f is provided at its lower portion with a
small air chamber f', which is in direct communication, by means of a pipe f³ with
the air-receiving or storage tank.
At a point g in said pipes c and co, is a T-joint from which extends a pipe g¹
leading into said valve cylinder f directly in front of the solid portion of said valve
above the passage f³ therein. Directly opposite in the cylinder f, we have
arranged an exhaust pipe y².
Thus, when the compressors or pumps B and B are in operation there is an
unobstructed passage through the pipes c and c, through the equalizing devices F
into the tanks C and C', filling said tanks and the air reservoir f, but the valve f¹
is so balanced, that when the air in said tanks reaches a maximum pressure, the
valve f¹ will be raised, thereby obstructing the passage through the pipes c* and c
and establishing a direct passage for the air through the pipe 9', passage f³ in the
valve and through the exhaust g², as will be clearly understood from Figure 3.
As soon as the air contained in the tanks C and C' is withdrawn by the engine D,
the pressure decreases and the valve f¹ drops automatically to its normal position,
again opening communication with the pipe c' or the pipe c. A spring may be
arranged above said valve to counteract the upward passage of said valve and help
to force it back to its normal position within the cylinder f.
From Figures 1 and 2, it will be evident, that we may arrange upon the roof of
the car, the air-receiving tanks or reservoirs H and H', which are in communication
with the tanks C and C, by means of the pipes and ¹ placed in any suitable
position on the car.
The operation of our system is as follows:-
The pumps or compressors B and B' on the truck are caused to force the air
into the receivers or tanks C and C', by means of the intermediately arranged
eccentrics operated by the revolutions of the car-axle.
While the train is in motion, the tanks C and C¹, and the tanks H and H' when
the latter are used in connection with the system, become sufficiently filled with
air, in which it is compressed and stored, and when needed to drive the engine D
can be drawn therefrom by opening the valve c¹.
It is of great advantage to carry a number of air-receiving tanks connected with
each other, whereby the pressure becomes equalized and will give a store of power

page_text: of sufficient energy to drive the engine and dynamo, when the train stops_and
thereby maintain a current which will keep the lights burning for more than three
hours.
Of course we may use the storage batteries which can be filled by the operation
of the dynamo, and can be used in case of any unforeseen break to the engine or
other parts of our system but it is our intention to use them only when absolutely
necessary.
'
It very often happens that when trains are made up at the terminal stations they
stand for hours in the depôt, therefore, in order to charge the tanks C and C¹ with
compressed air, each tank is provided with a cock or nipple c¹ to which can be
attached a tube, and compressed air can be forced into the tank from a small plant
located in the vicinity of the station.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is :-
1. In the herein described system for electrically lighting cars, the combination
with a pivoted truck, of an air-compressor thereon, means for driving said air-
compressor from the axle, consisting essentially of eccentrics rotating with the
axle and connected with said air-compressor, an air engine and dynamo connected
therewith, an air-receiver or storage tank, intermediately arranged between said
compressor and air-engine, and a pressure regulator arranged in the piping between
said compressor and air-receiver acting automatically to shut off the air from the
compressor into the air-tank and cause said compressor to exhaust outside of the
tank, and a flexible tube connection between said compressor and air regulator,
substantially as and for the purposes set forth.
2. The herein described system for clectrically lighting cars, consisting essentially,
of an air-compressor, means for driving said air-compressor from the car-axle, an
air engine and dynamo connected therewith, an air-receiver or storage tank,
intermediately arranged between said compressor and air-engine, and an air
regulator arranged in the piping between said compressor and air receiver acting
automatically to shut off the air from the compressor into the said air tank and
cause the compressor to exhaust outside of the tank, said regulator consisting
substantially, of a cylinder provided with a slide valve having ducts f³ and f³,
an air chamber, a pipe connecting the said air chamber with the air or storage
tank, and an exhaust pipe leading from said cylinder f, substantially as and for the
purposes set forth.
3. The herein described system for electrically lighting cars, consisting essentially,
of air compressors or pumps arranged on the car-wheel truck, eccentrics on one of
the axles of the truck for driving said compressors or pumps, pipes c and cl
extending from said compressors, pipes cand and flexible connections between
said pipes, air-receiving or storage tanks C and C', a cock or valve c" in each tank
for filling the same when the car is not in motion and an air engine and dynamo
connected with said tanks C and C³, substantially as and for the purposes set forth.
4. The herein described system for electrically lighting cars, consisting essentially,
of air compressors or pumps arranged on the car-wheel truck, eccentrics on one of
the axles of the truck for driving said compressors or pumps, pipes c and c¹ extending
from said compressors, pipes c and c and flexible connections between said pipes,
air-receiving or storage tanks C and C¹, a cock c¹ in each tank for filling the same
when the car is not in motion, an air engine and dynamo connected with said
tanks C and C¹, and a pressure regulator in each of said pipes c and e, acting to
automatically shut off the air from the compressors into said receiver C and C¹,
substantially as and for the purposes set forth.
5. In a system for electrically lighting cars, in combination, air compressors
arranged on the car truck, means for driving the same from the car axle, an air
engine and dynamo, air-receivers or storage tanks C and C¹ beneath the car, and air
receivers or storage tanks on the roof of the car, all communicating with each other,

page_text: and regulating devices arranged in the connections between said air-compressors
and tanks C and C' adapted to automatically cut off the supply of air to said tanks,
substantially as and for the purposes set forth.
6. In a system for electrically lighting cars, in combination, an air compressor on
the truck of the car, an eccentric for driving the same, an air-receiving tank, an air
engine and dynamo, pipes connecting the same, and an automatic regulating device
to decrease the pressure of air in the receiving tank, consisting essentially of a
cylinder provided with a slide valve having ducts f³ and f³, an air chamber, a pipe
connecting said chamber with the air or storage tank, and an exhaust pipe leading
from said cylinder f, substantially as and for the purposes set forth.
7. The herein described system for electrically lighting cars, consisting of an air-
compressor, eccentrics driving said air-compressor directly from the car-wheel axle,
an air engine and dynamo connected therewith, an air receiver or storage tank,
intermediately arranged between said compressor and air engine, and a pressure
regulator arranged in the piping between said compressor and air receiver acting
automatically to shut off the air from the compressor into said air tank and cause
the compressor to exhaust outside of the tank, said regulator consisting substantially
of a cylinder provided with a slide valve, an air chamber connected with said
cylinder, a pipe connecting said chamber with the air or storage tank, and an
exhaust pipe leading from said cylinder f, substantially as and for the purposes set
forth.
8. In a system for electrically lighting cars, in combination, with the pivoted
truck of a car, a pair of air-compressing cylinders arranged directly upon said truck,
said cylinders being provided with valves on their opposite sides, eccentrics
arranged on and moving with said car-wheel axle of the truck, said eccentrics being
directly connected with the piston rods in said cylinders, pipes leading from said
cylinders, flexible tube connections, and pipes extending into the car-body, an air-
engine provided with valve-chests with which said pipes communicate, and a
dynamo connected with said engine, substantially as and for the purposes set
forth.
LEON DANIEL ADLER.
JOSEPH LOEWENBERG.
SAMUEL YOUNG.
MORRIS MOSKOWITZ.
LEON DANIEL ADLER.
JOSEPH LOEWENBERG.
SAMUEL YOUNG.
MORRIS MOSKOWITZ.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicants.