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Publication numberUS2365644 A
Publication typeGrant
Publication dateDec 19, 1944
Filing dateSep 8, 1943
Priority dateSep 8, 1943
Publication numberUS 2365644 A, US 2365644A, US-A-2365644, US2365644 A, US2365644A
InventorsMatje Herbert J
Original AssigneeMatje Herbert J
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Water supply system for passenger cars
US 2365644 A
Abstract  available in
Images(1)
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Claims  available in
Description  (OCR text may contain errors)

H. J. MATJE WATER SUPPLY SYSTEM FOR PASSENGER CARS Dec. 19, 1944. l

Filed spt. 8, 1945 IN V EN T 0R.

Patented Dec. 19, 1944 Y Cyclopedia, 1937, p.

. cream unicum` sorrnrffsrgr Fon. PASSENGER.

` Hemert. Marie, wescems, wist y Application stemuer s. isiaseramo..501,553.

3 claimt. (c1. 222:39@

In awater supply system for passenger. cars., heretofore in. vogue, wateris, deliveredtoa tank. from oneside `of theV car througha special, 'veway valve,A `.which controls; .thev water andthe.

compressed. air by which.' the.. water is, forced;

from the `tank to the basins.bowls.. or other places, of use in the car. (See Car Builders 7611.). With. this system, the necessity of filling from one side; of the car only is obj ectionablein. service, ,and the. live-way valve. isfcostly to buy. and tdmaintai'n..`

` 22',y a.' reducing. valve-r2 it,y asecond. checkyalve. a; three-wayvspring, loadedrvalve cock. 25'( at the.` 'left ofthe car, and,.as1milar three-wayspring.,

' The yprincipal object. of. thisdnvention. is to.l

overcome. these. and other` objections. and to .pro-

vide af system that can. be filled from each side,

of the car andthat includes. only valves, tlttings., etc., that` are. standard everywhere. that .canV be.. advantageously securedfior original i'nsiiall lation.. and. readily` maintained replaced.V

throughout the country.

In the drawing:

Fig. 1 is a diagram representing the water supply system on a p-assenger car without particular regard to actual location' on the' car;

Fig. 2 is a cross section `through two threeway Valve cocks, one at each side of the car in the system, and in the position they assume when water is being delivered to the car;

Fig. 3 is a similar section through those valve cocks in the `position they assume when the system is being lled with water from the rightv of the car; and

Fig. 4 is a similar section through those valves showing the positions they assume when the system is being lled with water from the left side of the car.

But this drawing and the corresponding description are used forthe purpose of disclosure only, and are not intended to place unnecessary limitations onthe claims.

Water for the system is stored in a tank I0,

` ,which may be filled through a nozzle II at the i right, or a nozzle' I2 at the left, connected with a forked filling line -I3' leading into the tank through a main line I4. Each fork of the filling line I3 is provided with a familiar form of check valve I5.

Water is delivered from tank Ill through a feed line I6 equipped with a control Valve cock I1 and leading to the piping system on the car indicated in the diagram Fig. 1 by the arrow I8.

Water is forced from the tank IU through the car by compressed air, preferably, as shown in this instance, by air from the car brake supply reservoir I9 through an air supply equipped with a check Valve 2I, a governor Valve loaded valve cock 26 at therightiof. the. can, and.

.finally Ieadingintothe` tank. L vat..2.'l nearv the "ma i t I The governor valvef22 and the-*reducing valve.. 23; are standard for` allrailroads,` thisv country,

and aresubstantially` the same as shown. in the` Car Builders Cyclopediagwfhat page, "161.

Air entering from: theeleft iti-Fig.. 1 after,` a suitable..pressure. has beenA obtainedfot in.- stance, 60 pounds---passesethroughtthe-l non-re.- turn governor valve, and is then reduced to1a pressure suitableA for` the storage. system-1 (20 l pounds); by `passin'gfl through ther reducing valve 23.. Thus), the Weitehin the system is maintained., underthe selected pressure,A such as. 2D, pounds,

tlrroughcutthedraft, onfa. chargeor lling.` In

use., for deliyerybft water tothe..car,the. cocks.:

2.5.and-f2 areinthepositon shown. in Fig.` 2,l and the check Valves I5 automatically close and remain closed due to the .pressure in the system.

When the system is to be iilled, as it should be at suitably selected points along the run, the selected valve cock 25 or 26 is set to the proper position, and the filling hose is applied to the nozzle I I or I2. right of the car, the valve cock 26 is set as shown at the right in Fig. 3 while the valve cock 25 remains in normal closed position. Then the hose is applied to the nozzle II, and the pressure of the water lifts the check valve l5, and the water passes through the filling line I3 and the main line I4 into the tank II). When the water level in the tank rises to or above the connection 21, water flows outwardly in the overflow line 34 and reaches the valve cock 26, which, as indicated at the right in Fig. 3, is then open at 30 to exhaust the air. As soon as water ows from. that cock, the operator knows the system is filled. He removes the hose from the nozzle II, and turns the valve cock 26 back to the position shown at the right in Fig. 2, thus sealing the system. y

If the filling is to be done from the left of the car, the valve 25 is turned to the position shown at the left in Fig. 4, while the valve 26 remains in line 20 the position shown at the right in that iigure. The hose is then applied to the nozzle I2. The water passes through the filling line, lifting the check valve I5, and entering the tank through the main line I4. Again, when the water in the tank rises above the connection 21, it flows out through the'overflow line 34, past the valve cock If the filling is to be done from thev 26, around to the valve cock 25, which, as seen from the left of Fig. 4, is open to exhaust at 3|.

A Then, when water escapes from that exhaust, the

operator knows that the system is filled.' he returns the valve 25 to the position shown in Fig. 2, and removes the hose from the nozzle I2.

It will be noted that, in turning the valve 26 to the position shown at the right in Fig. 3, or the valve 25 to the position shown at the fleft in Fig. 4, the air in the system is exhausted to the atmosphere, so that the water is entered against only a little more than atmospheric pressure.

The governor valve and the reducing valve being standard on all railroads in the country and the nozzles I I being capable of choice from several that are standard on all railroads in the country, they may be readily secured at lowcost in appropriate supply and maintained in the storehouses throughout any railroad system. The other valves and fittings, pipes, etc., in the system are standard for plumbing and steam tting and are available everywhere in the country. On account of this selection of parts, the system is easily installed and maintained.

'Ihe provision for lling from each side saves much time and contributes a great deal to the safety in operation, ffor, when the car must always be lled from one side, it frequently becomes necessary for the attendant to pass under a car with the hose, involving the well known danger.

For convenience in locating trouble, the air supply line is equipped with cocks 32 and 33 of any suitable construction.

I claim:

1. In a water supply system for a railway passenger car, a water tank, a lling inlet in each side of the car connected with the tank, a com pressed air supply pipe connected to a source' of air pressure and with an upper level of the tank, and two three-way valve cocks in the air supply pipe, one at each side of the car and each having two normally connected ports, one open to the source of air pressure and one open to the water tank, and having one normally closed exhaust port, whereby theA Water tank may be filled from either side of the car by positioning the valve cock on said side to close the air pressure port and open the tank port to the exhaust port and then filling through the inlet on said side 'until water escapes from said exhaust port.

2. In a water supply system for a railway passenger car, a water tank, a lling inlet at each side of the car connected with the tank, a compressed air supply pipe connected with an upper level of the tank vfor normally applying pressure to the water, and means for removing said pressure during lling comprising a valve operable from each side of the car adapted to close the connection between the air supply pipe and the -tank and open a connection between the tank and atmospheravso that rst the air in the tank and then some of the water will be discharged to atmosphere as the lling operation proceeds.

3. In a water supply system for a railway passenger car, a water tank, a filling inlet at each side of the car connected with the tank, a pipe communicating with an upper level of the tank for normally connecting the pressure of an air supply to the water. and means for removing said pressure during filling comprising a three-way valve in said pipe' at each side of the car, each valve having Aports for normally connecting the two valves, the tank and the air supply in series, and each having an exhaust port by which the valve may be set to disconnect the air supply and the tank and open the tank to the exhaust port, whereby the tank may be filled from either side of the car and rst air and then water will be discharged from the exhaust port of the valve on said side.

HERBERT J. MATJE.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2891606 *Apr 8, 1954Jun 23, 1959Trico Products CorpFuel feed for automotive vehicles
US3062246 *Feb 4, 1959Nov 6, 1962Koehler Aircraft Products CompFill valve
US3227078 *Nov 23, 1962Jan 4, 1966Johnson Fast Print Mach CorpStructure and operation of color boxes of printing apparatus
US5016666 *Sep 28, 1990May 21, 1991Nalco Chemical CompanyAutomated chemical storage and chemical feed system
US5029602 *Mar 20, 1990Jul 9, 1991Mckinney John MAutomated chemical storage and chemical feed system
Classifications
U.S. Classification222/394, 137/209, 222/482, 137/347
International ClassificationB61D35/00
Cooperative ClassificationB61D35/002
European ClassificationB61D35/00B