Improvements in Apparatus for Heating Railway Carriages and Conducting the Products of Combustion from the Engine.
Year: 1889

page_text: Date of Application, 6th Aug., 1889-Accepted. 19th Oct.. 1889
COMPLETE SPECIFICATION.
Improvements in Apparatus for Heating Railway Carriages and
Conducting the Products of Combustion from the Engine.
I THOMAS RICHARD WHITE, of 420 Newbury Street, Boston in the County of
Suffolk, State of Massachusetts, United States of America, Builder do hereby
Ceclare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:
My Invention relates to improvements in apparatus for heating railway carriages
and conducting the products of combustion from the engine to the rear of the train,
and also to means for supplying air beneath the grate bars, the object of the Invention
being to accomplish the above results by simple constructions readily and expeditiously
applied to any form of locomotive railway carriage.
The invention consists in the novel construction and combination of the several
parts, as will be hereinafter fully set forth and pointed out in the claims.
Reference is to be had to the accompanying drawings, forming a part of this specifi-
cation, in which similar figures of reference indicate corresponding parts in all the
views.
Figure 1 is a side elevation of the engine and the last car of the train, partly
broken away and in section.
Figure is a partial transverse vertical section through a car heated by my
improvements.
Figure 3 is a longitudinal section through the coupling employed in carrying
out the invention.
Figure 1 is a side elevation of the engine, illustrating the application thereto of a
modified form of the invention, designed especially for carrying the products of con-
bustion from the engine beneath and to the rear of the train.
Figure 5 is a central vertical section through the fire box of the engine; and
Figures 6, 7, 8 and 9 are detail sectional views of the steam and air cylinders, the
section illustrated in Figure 7 being taken on the line 2-x of Figure 6. The section
shown in Figure S is taken on the line y-y of Figure 6, and the section illustrated in
Figure 9 upon the line of Figure 6.
In carrying the invention into effect, a vertical lever 10, is pivoted in the smoke
box 11 of the engine, having pivotal connection at the upper end with a damper 12,
adapted to close the passage into the smoke stack, and a similar attachment at its
lower end with a damper 13, adapted to close over a collared aperture in the bottom
of the smoke box, which dampers are operated, the one to close and the other to open,
through the medium of a band lever 14, in the cab, connected with the lever 10 in.
the sinoke box above or below its fulcrum by a rod 15, as best illustrated in
Figure 1.
A blower 16, is mounted in the cab of the engine, operated preferably by a small
engine 17, or similar means, whereby air is supplied and equally distributed to the
fire through a pipe 18, connected with said blower, and arranged within the fire box
beneath the grate.
Within the aperture in the bottom of the smoke box 11, a pipe or flue 19, is intro-
duced, which pipe, surrounded by an outer and much larger pipe 20, is made to extend
beneath the engine, the projecting end being provided with a section of coupling 21,
hereinafter described.
Upon the same shaft operating the blower 16, a second blower 22, is mounted, con-
nected with the space intervening the inner pipe 19 and the outer pipe 20, the purpose
of which is to supply fresh air to the chamber thus formed, which air is kept con-
stantly heated by the hot products of combustion passing through the interior.
pipe 19.

page_text: Similar pipes 19 and 20, are held suspended centrally and longitudinally beneath
each car of a train, which pipes are adapted to be coupled to each other and to the
pipes of the engine in any suitable or approved manner.
At regular intervals, smaller curved pipes 22, are made to radiate from each side of
the outer longitudinal pipes 20, and passed up through the floor of the car, preferable
in front of each seat thereon, a suitable register 23, being made to cover the
aperture formed by the entrance of said pipes through the car floor, as shown in
Figure 2.
At the end of the pipes 19 and 20, at the rear of the rear car of the train, a baffle
tube 24, is coupled, which baffle tube is provided at its outer end with an inclosing
screen 25, and the under side of said tube, near the end, is provided with an
aperture 26.
In the drawing,
The pipe may be coupled in any secure and well known manner.
however, the preferred form of coupling is illustrated in Figure 3, in which it will be
seen that one inner pipe 19, is provided with an integral flaring mouth 27, and the
opposed pipe 19 with a slightly flaring, attached flexible packing 28. Thus when the
two pipes are brought together, the one is firmly wedged in the other.
The inner pipes are held in contact by a coupling 21, upon the outer pipes 20. This
coupling is effected by causing an interiorly threaded ring a provided with a series of
knobs a to revolve freely upon a collar a², integral with the outer end of one of the
pipes 20, an equivalent collar a³, having a threaded outer surface being formed in a
similar manner integral with the opposed pipe 20. When the two pipes come
together, the loose ring a, is made to engage and screw upon the threaded collar a³,
whereby a tight joint is effected.
In this form of device the operation is essentially as follows:
Upon the fire being built the lower damper 13, is closed and the upper dumper 12
When sufficient steam
opened. This operation restores the usual draft to the fire.
has been generated to run the small engine 17, and thereby the blowers 16 and 22,
the position of the dampers is reversed by means of the lever 14 from the cab; all
the products of combustion thereupon pass into the pipe 19, draft being supplied to the
fire box by means of the blower 16, while the blower 22 constantly supplies fresh air
to the chamber or space intervening the inner and outer pipes 19 and 20. The hot
products of combustion pass the length of the train, and upon reaching the baffle
tube 24, the smoke and gases pass off through the screen, the ashes and sparks falling
between the track through the aperture 26 in the baffle tube.
The pipe 19, being heated to a high temperature by the products of combustion
passing through it, heats in turn the air chamber intervening the pipes 19 and 20, and
the hot air passing upward, is delivered through the medium of the pipes 22 and
registers 23, in front of each seat. It will be observed that by the apparatus above
described a train is not only plentifully and economically heated without danger from
the fire, but that fresh air is constantly supplied to each car, and the smoke, gases and
cinders from the engine so disposed of as not to annoy passengers.
In Figures 4 and 5 I have illustrated a modification of the invention, the purpose
of which is to supply air to the fire box and convey the products of combustion from
the engine beneath the cars of the train.
The rod 15, whereby the lever 10, is manipulated, is shown as extending longi-
tudinally with the outside of the boiler to the cab, being connected with the lever by
a crank arm 29, and but one pipe 19, is employed, carried from the fire box beneath
the engine, and coupled with similar pipes supported by the cars drawn by the engine.
In order to create a draft and supply air to the fire box I employ two cylinders, a
steam cylinder 30 and an air cylinder 31, arranged one above the other, preferably at
each side of the engine, the two cylinders being connected by a single piston rod 32,
provided with a head 33, at each end.
The cylinders 30, are connected with the steam dome of the engine and the steam
space of the boiler by pipes 34, provided with suitable valves 35, and the air cylinders
are connected with the fire box, either above or beneath the grates, by pipes 36, the
said pipes being connected with the offtake pipe 19 by tubes 36*.

page_text: It will thus be observed in operation, that as the piston rod 32 is moved up and
down by the action of the steam entering the cylinder 30, air is forced from the
cylinder 31 through the pipes 36 into the fire box to promote combustion, and
through the tubes 36 into the offtake tube or flue 19, thereby creating a draft
therein.
The upper or steam cylinder is divided into two compartments 37 and 38 by a
vertical partition in which two ports 39 and 40, are produced, one at the top and
the other at the bottom. The piston head slides in the compariment 37, and the
valve rod, provided with enlarged extremities snugly fitting the walls of the compari-
ment 38, is held to slide in the latter, being guided by integral pins projecting from
the enlarged portion through the ports into the. piston compartment. The steam
pipe 34, is connected with the compartment 38, and when the piston head passes
upward it opens the upper port and closes the lower one, and vice versa.
The lower cylinder 31, is provided with an inner, concentric, smaller cylinder 41,
and two compartments 42 and 43 are created around the inner cylinder by an upper
and lower vertical partition. The piston head slides in the inner cylinder, and the
outlet pipe connects with the bottom of the compartment 43.
Within the compart-
ment 42, the inner cylinder is provided with an upper and lower open port 44, and the
outer cylinder is provided with two valved air inlet ports 45.
In the compartment 43, an upper and lower outlet port 46, is produced in the inner
cylinder, covered by suitable valves, through which ports the air entering the ports 44
and. 45, is forced by the piston into the offtake pipe 36 at each stroke of the
former.
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 combination, with the fire box of a boiler and tho air compressing mechanism,
of a tubular connection between the compressing mechanism and the fire box, sul-
stantially as shown and described.
2. The combination, with the fire box of a boiler, an air compressor, and a connec
tion between the steam chamber of the boiler and the said compressor, of tubes
connecting the compressor with the fire box of the boiler, substantially as shown and
described.
3. The combination, with the fire box of a boiler, a steam cylinder, an air cylinder,
and a double headed piston reciprocating in both cylinders, of a tubular connection
between the steam cylinder and the steam chamber of the boiler, and between the air
cylinder and the fire box of the boiler, all combined for operation, substantially as
shown and described.
4. In an engine, the combination, with the fire box, a steam cylinder, an air
cylinder and a common piston reciprocating in both cylinders and having a head at
each end, of a tubular connection between the steam chamber of the boiler and the
steam cylinder, and between the air cylinder and the fire box, and a cut-off attached
to the tubular connection of the steam chamber, all combined for operation, substan-
tially as shown and described.
5. In an engine, the combination, with the fire box and smoke box, a lever fulcrumed
in the smoke box provided with a double damper, the upper one controlling the con-
nection between the smoke box and smoke stack, and an offtake tube suspended
beneath the engine projecting upward through the smoke box beneath the lower
damper therein, of an air compressing mechanism secured to the engine, and a
connection between the said mechanism, the fire box and the offcake tube, all combined
for operation, substantially as shown and described.
6. The combination, with the smoke box of a locomotive, a flue leading from thence
beneath said locomotive and cars, and a lever pivoted in said smoke box carrying
dampers whereby communication may be opened or closed between said flue and
smoke box, the said box and stack, of a concentric tube also extending beneath the
locomotive and the cars, and an air compressing mechanism for introducing air

page_text: between the said flue and tube, and forcing the heated air to the cars, substantially as
herein set forth.
7. In a device for heating cars from the locomotive, the combination, with the
smoke box of the locomotive, and a flue leading from thence beneath the locomotive
and cars, said flue being provided at its extreme end with a baffle tube, of a concentric
tube also extending beneath the locomotive and cars, a blower adapted to introduce
air between the flue and the concentric tube, and series of transverse smaller tubes
connected with said concentric tube, adapted to convey heated air at intervals into the
cars, substantially as shown and described, and for the purpose herein set forth.
8. In a device for heating cars from the locomotive, the combination, with the
smoke box provided with dampers, and a flue leading from the said smoke box longi-
tudinally of the train, of a concentric tube contained within the flue, an air space
intervening said flue and tube, a blower connected with said air space, and a series of
curved transverse tubes unising said air space with the ears, with registers arranged
above the tubes in front of the seats of a car, substantially as shown and described,
and for the purpose herein set forth.
T. R. WHITE.
By A. M. & Wm. Clark,
53, Chancery Lane, London, Patent Agents