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Патент USA US2113670

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April 12, 1938.
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A_ E’, volGT
2,113,670
AIR DISTRIBUTING SYSTEM
Filed April 18, 1936
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April 12, 1938.
A. E. VOlGT
2,113,670
AIR DISTRIBUTING SYSTEM
Filed April '18, 1956
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April 12, 1938. I
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2,113,670
AIR DISTRIBUTING SYSTEM
Filed April 18, 1956
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Patented Apr. 12, 1938
2,113,6'm
UNITED STATES. PATENT OFFIQE
2,113,670
AIR DISTRIBUTING SYSTEM
Alexander E. Voigt, Topeka, Kans.
Application April 18, 1936, Serial No. 75,248
2 Claims. (Cl. 98-5)
My invention relates to a system involving a
dual duct for the controllable distribution of air—
preferably pre-treated or conditioned air—to pre
selected points in di?ferent horizontal planes; and
while my improved system is especially adapted
to passenger railway cars and particularly sleep
ing cars, it is evident that the improved system
is also applicable for use in shops, homes and
other buildings and vehicles.
10
The object of my invention is to convey air
from an air conditioning unit to opposite sides
and to preselected points in a chamber or en
closure, namely to opposite sides of a passenger
carrying car, and through the medium of con
trollable mechanism distribute or discharge the
conditioned air at or adjacent to the deck of the
car or at preselected lower levels in the car, say
in the lower berths of a sleeping car, or at both
upper and lower levels if desired.
My invention, more speci?cally stated, involves
auxiliary ducts with de?ectors and discharge or
down ducts and suitable damper mechanism
whereby the flow of air through the main channel
or duct and into the auxiliary ducts may be con
25
trolled.
The invention, for purposes of exempli?cation,
has been shown applied to a passenger railway
car of the sleeping car type and has therefore
been given an embodiment which lends itself to
the usual structural lines of such cars and which
will in no way interfere with the seating and berth
arrangement and operation.
The objects and advantages of my invention
as heretofore mentioned as well as other advan
tages inherent in the invention will all be read
ily comprehended from the accompanying draw
ings wherein:
140
Figure 1 is a cross sectional view of the upper
part of a passenger railway car adjacent an end
of the car with my invention applied.
system at present in use involving merely a single
air duct disposed to the car roof exterior, the
invention has been applied to a car of that type
with the end of the car intermediate of the car
top l0 and the ceiling H shown provided with air
receiving or plenum chamber AZ.
This chamber I2 receives the conditioned air
from the blower or fan chamber l3 located in
the upper deck portion at the end of the car;
the chamber l3 being provided with any suitable
air intake and conditioning means not shown.
A plenum chamber i2 is preferably located at
the same end of the car and this chamber is dis
posed transversely of the car with its ends com
municating with my improved dual unit which
is formed to provide a pair of air conveying con
duits or ducts l4 and £5.
The air ducts M and I5 in the particular exem
pli?cation are shown disposed along both sides
of the top of the car on opposite sides of the
intermediate or deck portion of the car and on
the car exterior so as to obviate the necessity for
altering the interior construction and hence pre
senting a more readily incorporated structure.
The air ducts or channels l4 and 15 on each
side of the car preferably comprise a single shell 25
l6 made to more or less conform with the gen
eral curvature of the shoulders ll of the car top
and the vertical sides of the monitor or deck
portion; and this shell I6 is shown provided with
a vertical partition I8 extending from top to bot
tom and lengthwise of the shell as shown in Fig
ure 3, thus providing a dual unit.
As the auxiliary ductvor channel I 5 is especial
ly intended for the delivery in the lower berths .
or the lower part of the berth or main sitting
portion of a car, the partition I3 is shown curv
ing at its end toward the outer wall of the unit
or shell l6 and united thereto; while the duct M
of the unit may continue beyond the partition 40
Figure 2 is a horizontal sectional view taken
substantially on the line 2-—2 of Figure 1, looking
in the direction of the arrows, with ceiling and
operative lever omitted.
It is the usual practice not to employ curtains
for the upper and lower berths in a compart
Figure 3 is a transverse sectional view of a por
tion of a passenger railway car with intermediate
hence the delivery in the upper part of the draw
and end portions broken away and provided with
my invention.
Figure 4 is a vertical sectional View of a por
50 tion of one side of the car taken at a point in
termediate of a pair of adjacent windows.
Figure 5 is a detail sectional view taken sub
stantially along the line 5-5 of Figure 4, viewed
in the direction of the arrows.
Figure 6 is a detail view of the lower or dis
charge end of a'down duct as viewed from the
car interior.
My invention is particularly adapted for the
distribution of air in a sleeping car, and as it
lends itself readily to a type of air distribution
30
or berth portion of the car, as shown in Figure 3.
ment'or drawing room at the end of a car and
ing room or compartment by means of duct or
channel I 4 is su?icient. For that reason I have
shown the dual portion of the unit con?ned to
the berth portion of the car, namely the main
portion of the car intermediate of the end parti
tions.
The units I6 are shown properly insulated to
reduce conduction losses and the insulation, as
well as the deck portion of the car, covered over
by the outer covering or crown ID. The inlet
ends of the ducts l4 and I5 are shown bent or
curved inwardly toward plenum chamber l2 as
shown in Figures 2'and 3 and the inlet ends of
the ducts provided with controllable dampers at
20, as shown in Figures 1 and 3.
60
2,113,670
2
These dampers 20 are shown hingedly secured
adjacent the ends of the partitions [8 so as to
part of the units 16 positioned nearer to the side
swing through horizontally disposed arcs during
rotative movement of the crank-rods 2| which
Walls of the car in order that down ducts may be
lead from these auxiliary ducts in such manner as
not to interfere with the general interior con
may be suitably trunnioned at their upper and
lower ends in the top and bottom walls of the
plenum chamber l2, as more clearly shown in
Figure 1.
The dampers 20 extend from top to bottom of
10 the plenum chamber and are of width sufficient
to extend from the partitions 18 to the opposite
side walls of the plenum chamber l2, as shown in
Figure 3, in order that communication between
the plenum chamber l2 and either duct 14 or duct
15 l5 may be entirely or partly shut off.
tour of the car and without interferring with the
construction and operation of the upper berths of
the car.
At points coincident with each berth section
and preferably so as to be aligned with the usual
mirrored panels between the two windows of each 10
section, I provide a- downwardly disposed conduit
I
The lower ends of the rods 2| are provided
with levers 22, see Figure 2; and the outer ends of
these levers 22 have the control rods 23 pivotally
connected therewith; the rods being preferably
provided with take—up means or turn-buckles as
at 25. The other ends of the control rods are
pivo-tally connected with an oscillating plate or
arm 25 pivotally mounted in a suitable bracket
26 secured to the bottom of the plenum chamber
52. The pivot pin of the arm 25 extends down
wardly through the ceiling l I, see Figure 1, where
it is provided with a suitable hand lever 21.
With the dampers 26 disposed as shown in full
lines in Figure 3, it is apparent that the air from
the plenum chamber 12 will be allowed to enter
the auxiliary ducts l5, IE5 at opposite sides of
the car while communication with air ducts I4, I4
is interrupted; although in practice some air is
also permitted to enter ducts 14.
The air ducts l4, M are arranged adjacent the
sides of the car deck and the conditioned air from
ducts l4, I4 is discharged into the upper part of
the car through openings 28 in the sides of the
ducts and in the sides of the car-deck and ar
40 ranged at spaced points lengthwise of the car as
shown in Figure 3; these openings in practice
being preferably provided on the car interior with
some suitable grilling not shown.
Where my improved air distributing system is
45 app‘iied to a sleeping car, the dampers 20, 20 are
intended to be positioned as shown in dotted lines
in Figure 3 during the day so as to direct the
conditioned air from the plenum chamber [2 into
the main ducts l4, l4 and permit the conditioned
air to be discharged into the upper part of the car
through grill-ed openings or ports 28.
During the night run of the sleeping car it is
essential to distribute all or a part of the condi
tioned air into the lower part or lower berths of
55 the car and for that reason I provide the auxiliary
ducts it, 55 extending lengthwise of thecar as
previously described. In order to have the condi
tioned air flow into the auxiliary ducts I5, l5, the
dampers 28 must be swung toward the full line
positions shown in Figure 3, thereby placing ducts
i5, 15 in uninterrupted communication with the
conditioned air receiving chamber I2. As previ
ously stated, however, in actual practice it is pref
erable to move the dampers so as to also permit
65 some air to enter ducts l4, [4.
As the air ducts l4, M are intended to distribute
the conditioned air into the upper part of the car,
these ducts are located adjacent the sides of the
deck and laterally extending nipples or short ex
tensions through the side wall of the car-deck
are provided as heretofore described; whereas "the
auxiliary air ducts l5, l5 are intended to dis
tribute the conditioned air into the lower berths
and hence at the sides of the car and therefore
75 these auxiliary ducts are shown located in that
or duct 29, see Figure 4. The duct 29 is secured
in an opening in the bottom wall of the duct l5
and extends through an opening in the shoulder
ll of the car top and along and partially in the 15
side wall of the car withthe lower end extending
intermediate of the windows of a berth section of
the car.
The upper ends of the down ducts 29 are shown
rectangular in cross—section and at a point be
20
neath the car top shoulder beam 30 the conduit
or duct is bent rearwardly or toward the outer
wall of the car where the body portion of the duct
may be disposed between the inner and outer
walls and within the vertically disposed struc 25
tural post of the car side; the lower end converg
ing somewhat as shown at 3i in Figure 5 and the
front or outer wall 32 shown r-earwardly sloping
so as to accommodate itself to the structural lines
and elements of the car.
'
It will be understood, of course, that the cross—
sectional con?guration of the down duct may be
of any desirable outline where space limitations
need not be considered.
The down ducts 29, at suitable points, are pro 35
vided with small pipes or tubes 33 extending
through the ducts from front to rear to receive
the bell wires for the push buttons in the upper
berths.
The lower ends of the down ducts are provided 40
at the forward or car interior side with an outlet
opening at 34 whereby the conditioned air may
be discharged into the lower berth portion of the
section; this opening being preferably provided
with a grilling or cover in addition to some suit
45
able, ?nger controlled damper or regulator (not
shown) whereby the occupant of the lower berth
section may either partly or entirely shut off the
discharge of the conditioned air.
The discharge outlet 34 is‘ preferably located a 50
proper distance beneath the usual window cur
tain rail indicated at 35 and thus still leave a
sufficient length of space below the outlet open
ing 34 for the usual mirror panel between the ad
55
jacent windows of the section.
In order to ensure the air in auxiliary duct l5
?owing downwardly and particularly in the down
ducts removed from the ends of the auxiliary
ducts l5, I5, I provide one or more de?ectors 36
in the auxiliary ducts l5, [5 at the inlet ori?ces 60
of the down ducts, see Figures 3, 4 and 5. I pre
fer to employ a plurality of de?ectors or air
snatchers at each ori?ce; the deflectors being
vertically disposed and spaced apart in a direc
tion lengthwise of the auxiliary ducts l5, l5 and 65
each succeeding de?ector, relative to the- initial
or air inlet ends of the auxiliary ducts l5, 15. of
somewhat greater height, with the upper ends of
all of the de?ectors preferably curving toward the
inlet ends of the auxiliary ducts and. hence 70
against the direction of ?ow of ‘the conditioned
air.
These de?ectors may be rigidly secured in place
in any suitable manner so as not-to interfere with
they flow of‘ air’ beyond the series of de?ectors as 75
3
2,1 13,670
for example by the downwardly tapered brace
shown at 37 in Figure 5.
In view of the increas
ing depth of the air ducts
tion is, I prefer to slope
tors toward the partition
4, and thus increase the
of the de?ectors 36.
l5, l5 toward the parti
the tops of the de?ec
I8, as shown in Figure
air grabbing functions
These de?ectors or air grabbing elements 36
need merely be arranged at the ori?ces of the
down ducts removed from the ends of the auxili
ary ducts i5, i5 as the accumulated pressure will
force the air to ?ow down the ducts, 29 at the
farther ends of the ducts I5.
In order to obtain distribution of conditioned
air through the down ducts 29, it is necessary to
provide .a dual unit wherein one passage of each
unit constitutes an auxiliary or down duct feed
ing conduit, instead of having the down ducts
connect with passage or duct i4,--which has the
openings through the side wall of the deck of
the car,—as the air would ?ow through the path
of least resistance and hence pass through the
deck openings adjacent the top of the car.
My invention provides means whereby cooled
or conditioned air from a common blower and
into the down conduits. The outlet or discharge
ends of the down conduits are preferably located
in the panel between the windows of a berth sec
tion so that the conditioned air will discharge
more or less centrally in the berth; and these
outlets are preferably provided with any well
known type of shutter or damper whereby the
berth occupant may regulate or entirely shut off
the discharge.
The invention more speci?cally stated involves
a single structure formed to constitute a dual
duct connected with a single air supply or plenum
chamber and the connection provided with
means whereby flow of air into one duct or the
other may be controlled; while the duct for con
veying the air intended for discharge at a lower
level in the car is of a cross-sectional area adapt
ed to place the air under greater pressure so as
to overcome the resistance of the down conduits.
The dravn'ngs substantially illustrate an em 20
bodiment of my invention in use and as applied
to the conventional type of sleeping car, but it
is apparent that certain modi?cations are possi
ble whereby the invention may lend itself some
what more conveniently to other types of cars 25
plenum chamber may be discharged at di?erent
or enclosures without, however, departing from
levels in a sleeping car for either dayv or night -
the spirit of my invention as expressed in the
travel by means of separate conduits or ducts
appended claims.
communicating with said plenum chamber; and
30 in order to overcome the resistance offered by
What I claim is:
1. A system of the character described com
30
the down ducts, higher air pressure in the con
prising a pair of air ducts arranged horizontally‘
duits communicating with the down ducts is ob
parallel with each other lengthwise adjacent the
tained by decreasing the .area or cross-sectional
top and on each side of a railroad passenger
dimensions of the major portion of this conduit or
car, one of the ducts of each pair being provided
35 auxiliary duct. By reason of this construction
with laterally disposed openings adapted to dis
the increased air distribution is obtained without charge air adjacent the ceiling of the car, while
the necessity and expense of providing additional the other duct of each pair is provided with ver
blowers.
tically disposed discharge conduits arranged on
In the installation of the air distributing sys
the side walls of the car and adapted to discharge
40 tem as exempli?ed by the drawings, the connec
air at a lower level in the car, said second men
tions between the plenum chamber and the ducts tioned ducts being formed to increase the pres
are located beyond the smoking compartment and
sure of the air therein over' the pressure of the
lavatory ends of the car and I therefore provide
air in the ?rst mentioned duct; an air supply
a conduit 38 which preferably communicates with
chamber disposed transversely above the ceiling
45 the bottom of the duct l4 somewhat beyond the
of the car and common to the ducts of both pairs; 45
connection between the air supply or plenum
and means operable from the car interior where
chamber I2 and duct M. The discharge end of by the flow of air from said supply chamber
the conduit 38 may be arranged at any desirable into the selected duct of both pairs may be con
point in the smoking compartment or lavatory trolled.
50 where it will not protrude or detract from the '
2. A system of the character described com 50
usual structural design of the car and the dis
prising, in combination with a railroad car pro
charge end is preferably provided with a suitable vided at the end with a plenum chamber; a dual
type of well known regulating shutter or damper, duct unit leading from said chamber and extend
not shown.
ing lengthwise at the top of the car on each side
55
Any suitable means may be employed for ?rmly thereof to provide a pair of parallelly arranged 55
holding the hand lever 21 in its adjusted positions,
air ducts, the duct disposed toward the longitu
and as various means may be employed I do not
deem. it necessary to illustrate such means.
dinal center line of the car being provided with
a plurality of laterally disposed openings for dis
charging air adjacent the ceiling of the car, the
other duct of each conduit being formed to in 60
As is apparent from the foregoing description,
60 the principal object of my invention is to conduct
air from an air conditioner unit on a passagener
carrying car by means of a duct system located
on one or both sides of the car; this duct system ‘
being adapted to distribute this air preferably
65 through grilles arranged in the side of the upper
crease the pressure of the air therein and pro
vided with air conveying conduits extending
downwardly at the side wall of the car to dis
charge air at a‘ lower level in the car, said duct
at the ori?ces of the downwardly disposed con 65
deck or in the ceiling of the car so as to cool the
duits being provided with stationary vertically
car during day travel; the system also involving
what Ihave termed an auxiliary duct, which com
disposed graduated de?ectors whose upper ends
are disposed in the direction of the in?owing air
for de?ecting the air into said downwardly ex
tending conduits; and means operable from the 70
car interior whereby the air ?ow from the plenum
chamber into the selected duct of both dual con
duit units may be controlled.
municates with the same air conditioner unit,
70 and is provided with downwardly disposed con
duits or ducts adapted to convey the conditioned
air, or some of it into the lower berths (if the
car is a sleeping car) during night travel.
The auxiliary duct has de?ectors, or air grab
75 bers as it were, whereby the air is caused to ?ow
ALEXANDER E. VOIGT.
75
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