CA1163972A - Auxiliary heater system for a railway car - Google Patents
Auxiliary heater system for a railway carInfo
- Publication number
- CA1163972A CA1163972A CA000375143A CA375143A CA1163972A CA 1163972 A CA1163972 A CA 1163972A CA 000375143 A CA000375143 A CA 000375143A CA 375143 A CA375143 A CA 375143A CA 1163972 A CA1163972 A CA 1163972A
- Authority
- CA
- Canada
- Prior art keywords
- water
- car
- heat
- auxiliary power
- temperature
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D27/00—Heating, cooling, ventilating, or air-conditioning
- B61D27/0036—Means for heating only
- B61D27/0054—Means for heating only combined with heating means using recuperated energy from other sources, e.g. from the brakes
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A heater system is provided for a railway car making the car adaptable to use waste heat from an auxiliary power unit or heat from an electrical heater while still utilizing many of the same conduits and temperature responsive means within the car. When the waste heat from the auxiliary power unit is not used or provides insufficient heat from the car, electric heaters are switched into operation to either provide all the heat or to supplement the heat from the auxiliary power unit.
A heater system is provided for a railway car making the car adaptable to use waste heat from an auxiliary power unit or heat from an electrical heater while still utilizing many of the same conduits and temperature responsive means within the car. When the waste heat from the auxiliary power unit is not used or provides insufficient heat from the car, electric heaters are switched into operation to either provide all the heat or to supplement the heat from the auxiliary power unit.
Description
I 1 ~3972 rt is well known to provide water cooling ~or engines in railway cars. ln some cases, the heat generated by the engine has been used for other purposes.
Because of the varying heating requirements of a railway car due to the wide variations of temperature conditions under which it operates, it is difficult to utilize the waste heat from an engine directly and continuously to provide conventional heating for the car. The reason for this is that there are times, during warm or mild temperature conditions, when little or no heat is required and other times, as during the winter months, when the heating requirements are high.
One such system making use of waste heat from an auxiliary power unit is described in a Canadian patent application entitled "A Heating System for a Railway Car for Utilizing Waste Heat From an Engine", Serial No. 343338 filed Januar~ 9, 1980 and assigned to the same assignee as the present invention.
In systems such as involved in the aforementioned application, the various conduits and temperature responsive means are located at desired locations within the car. Heated water is selectively applied from the waste heat system to overhead heating coils dependent upon the temperature detected inside the car.
~hi~le the system described in the aforementioned application is satisfactory, it is sometimes desirable to provide cars of the same basic design which are independentl~ powered and which do not include auxiliary power units which generate waste heat to provide hot water to heat the interior of the car.
~n order to take advantage of utilizing the same basic design for both types o~ cars, it is desirable to utilize as many as the same parts as possible to provide heat for both types of cars. It is especially desirable to use the same conduits and temperature responsive means located in the same places within .~
the car.
It is an object of this invention to provide an improved heating system for a railway car.
rt is a further oboject of this invention to provide an improved heating system for a railway car in which the main conduits and temperature responsive means are adapted to utilize either waste heat for an auxiliary power unit or heat from separate electrical heaters.
rt is still a further object of this invention to provide an improved heating system for a railway car in which waste heat from an auxiliary power unit may be supplemented by heat from electrical heaters utilizlng the same conduits and temperature responsive means.
rn accordance with the present invention, a heating system is adapted to utilize either waste heat from an auxiliary power unit or heat from electrical heaters. Water from an auxiliary power unit may be applied to a heat exchanger and circulated to overhead heating coils dependent upon the operating states of temperature responsive means within the car. When the car ~s designed without the auxiliary power unit or heat exchanger, electrical water heaters heat connected in series provide hot water to the overhead heating coils. The water is circulated in response to the temperature responsive means within the car. The heat from the hot water heaters may supplement the waste heat of an auxiliary power unit if it is used and supplies insufficient heat for the interior of the car.
The invention will now be described in greater detail with reference to the accompanying sole figure of the drawing illustrating, partly schema~ically aDd partly in block diagram form, a heating system for a railway car, in accordance with the present invention.
The system described is used in conjunction with the present invention.
~ ~ 63972 A portion of the system to be described generally herein is described in detail in the aforementioned patent applicatlon.
Specifically, various details relating to the operation of the auxiliary power unit and the heat exchanger associated therewith are described in detail.
Basically, water is selectively pumped through a clcsed loop through a pipe 12, through the overhead heating system to be described and back to the interior of the car through a pipe 14.
An auxiliary power unit including a water jacket 20 is filled with ~rater from a source 18. The source 18 may include a water fill or drain valve at the side of the car which is closed following filling to close the system.
The water is circulated through the water jacket 20 of the auxiliary power unit.
When the auxiliary power engine is first started, water is circulated for a short time in a warm-up loop and is circulated by a pump 22 forcing water in the direction of the arrows through the water jacket 20 and a thermostat 24.
The water from the thermostat 24 directs the water back to the pump 22 until it reaches a certain predetermined temperature. The thermostat 24 comprises a thermostat valve capable of steering the water in one of two paths. When the temperature is below 170F, for example, the thermostat 24 causes the water to pass through the warm-up loop descEibed. When the temperature reaches 170F., the thermostat 24 blocks the water in the warm-up loop and directs it into a second loop or circulating path.
A~ter the water in the warm-up loop has reached 170F., the water ~lows through the second loop whlch includes a heat exchanger 26, also generally included in the system involving an auxiliary power unit. The water from the heat exchanger 26 passes through another thermostat 28. The thermostat 28, acting as a valve, is also capable of directing the water in either of two paths depending upon the temperature operating condition. The water passes through the thermostat valve 28 to a line 30 back to the inlet of the loop including the water jacket 20. This happens, for example, when the temperature is above 170F., but below 180F. When the water reaches a predetermined higher temperature, such as 180F., the thermostat valve 28 blocks the water in the second loop and directs it to a third loop. In effect, the system thus far described is aimed at keeping the heat exchanger 26 at 180F. after its initial warm-up period. When this temperature is exceeded, the third loop provides greater cooling for the auxiliary power engine.
When the water temperature exceeds 180F., the thermostat valve 28 prevents water from flowing in the second loop including the line 30 and directs the water through the third loop which includes lines 32 and 34 which lead to overhead radiators 35. The thermostat valve 28 is directly connected to the line 32. The line 34 leads back to the inlet of the pump 22 and through the water jacket 20.
The third loop involving the lines 32 and 34 is used prlmarily to prevent overheating of the engine and provides extra cooling when the temperakure goes above 180F. Thus far the system described has not provided any heat for the interior of the car.
A water circulating pump 36 is connected to circulate water in the loops including the pipes or lines 12 and 14. The water from the pump 36 is connected to pump water in one of two different paths. The first pàth is from the pump 36 to a check valve 38, which may be a spring loaded check valve, to line 12. The water from the lines 12 and 14 are connected to overhead heating coils 40 and 42. The water from the lines 12 and 14 are connected to the heating coil 40 and 42 through water heaters 44 and 46, respectively. The water heaters are connected in series with the overhead heating coils.
1 ~ 63972 The heat generated ~y the hot water and heating coils 40 and 42 is carried by air which may be forced by ~ans or other means not illustrated into the interior of the car.
The second path from the pump 36 is through the valve 38 to a solenoid operated valve 48., The pump 36 will operate only when it is desired to heat the car depending upon the heating or air conditioning requirements in the car. For example, car temperature control means 13 controls the operation of the heating system. The temperature control means 13 may include various thermisters or other similar elements disposed in an overhead duct of the system. Dependent on the temperature control settings, various circuits including switches and the like are operated by the thermisters or other thermocoupling elements. Such elements and circuits are well known to those skilled i~ the art and therefore not described or illustrated in detail. The pump 36 operates only when it is desired to heat the car or heat super cooled air during air conditioning by having heated air produced by the overhead heating coils 40 and 42. Output ~ignals from the temperatur0 control means 13 are applied to selectively operate the pump 36 and valve 48 when predetermined temperatures are reached.
rn one type of operation when the heating system reaches a pre-determined temperature, for example, about 61-65F., the temperature control means 13 responds to close a switch to apply power to drive the pump 36 and to open the thermostat or modulator valve 48. Water is then circulated from the pump 36 through the valve 48, through the heat exchanger26 and to the overhead heating coils 40 and 42. The check valve 38 is a spring loaded valve and is set to have a slightly higher resistance path than the path to the heat exchanger 26 ~hen the valve 48 is opened. Consequently, water will flow through this path as long as the pump 36 continues to operate with the valve 48 opened.
1 :1 63972 The valve 48 wlll remain open as long as the temperature is below a predetermined temperature, for example, between 72 and 74F. When the temperature of the duct exceeds about 74F., the valve 48 closes. When the valve 48 closes, the water from the pump 36 is prevented from passing through the heat exchanger 26~ overcomes the spring loadlng of the valve 3~ and passes therethrough.
The present system is adaptable for use ln two dif~erent types of cars. For example, one type of car may not include an auxiliary power unit having the water jacket 20, heat exchanger 26 and various other associated parts. However, some of the components for causing the water to circulate through a line 12 and to be returned through the line 14 may still be employed.
In such systems not including auxiliary power units, a separate or independent means must be provided to provide heat for the interior of the railway car.
Consider now a situation in which no auxiliary power unit including such items as the water jacket and heat exchanger 26 are involved. In this case, the same temperature responsive means 13 may be used. ~lso all the various temperature control elements within the car may be disposed in the same locations and operate in the same manner as when an auxiliary power unit is involved. In the latter case, not involving an auxiliary power ~mit, at a predetermlned temperature within the car, the temperature responsive means 13 water is circulated to and from the lines 12 and 14 in the manner previously described.
The ~ater in the loop 12 is circulated through the water heater 44 through a spring loaded valve 45, through a normally open solenoid valve 52 to the overhead heating coil 40. The water is returned from the heating coil 40 through line 14. The operation of the solenoid operated valve 52 is connected and is dependent upon the signals from the temperature responsive means 13. The connection between the temperature responsive means 13 and the solenoid operated valve 52 is illustrated by a dashed line.
~ n like manner, the water from the line 12 is transmitted to the hot water heater 46. The water from the hot water heater 46 is then circulated through a spring loaded valve 47, through a solenoid operated valve 54 to the overhead heating coil 42. The water from the overhead heating coil 42 is returned through the line 14. The solenoid operated valve 54 is likewise connected to the temperature responsive means 13 as indicated by the dashed lines, with its operation therefore dependent upon the temperature conditions inside of the car.
The solenoid operated valves 52 and 54 are therefore disposed to electrically connect the water heaters 44 and 46, respectively, at the appropriate temperatures. The solenoids may be located within the car and not necessarily adjacent the water heaters.
Means for operating the water heaters 44 and 46 may be provided by control units 49 and 51 connected to a suitable power source. These units may include mercury switches~ capillary tubes or the like adapted to turn on the hot water heaters 44 and 46 independent of the system described and keep the water at a preset temperature~ for example 160F.
The hot water heaters 44 and 46 may be used independently when heat is desired within the car as determined by the various temperature control devices within the temperature control means 13 within the car. This would be a case where no auxiliary power unit was incorporated into the car. In cases where an auxiliary power unit is employed, it is possible that it may not generate sufficient waste heat to heat the interior of a car. In this event, the hot water heaters 44 and 46 may be selectively actuated or operated to provide supplemental heat for the waste heat system within the car.
~ 1 63972 The present inventlon makes it possible, thereforel to design a heating system which is compatible with two different types of cars, one with an auxiliary power unit and the o~her without the auxiliary power unit including such equipment as the heat exchcmger or water jackets. The temperature control means 13 would be basically the same in both types of cars.
Because of the varying heating requirements of a railway car due to the wide variations of temperature conditions under which it operates, it is difficult to utilize the waste heat from an engine directly and continuously to provide conventional heating for the car. The reason for this is that there are times, during warm or mild temperature conditions, when little or no heat is required and other times, as during the winter months, when the heating requirements are high.
One such system making use of waste heat from an auxiliary power unit is described in a Canadian patent application entitled "A Heating System for a Railway Car for Utilizing Waste Heat From an Engine", Serial No. 343338 filed Januar~ 9, 1980 and assigned to the same assignee as the present invention.
In systems such as involved in the aforementioned application, the various conduits and temperature responsive means are located at desired locations within the car. Heated water is selectively applied from the waste heat system to overhead heating coils dependent upon the temperature detected inside the car.
~hi~le the system described in the aforementioned application is satisfactory, it is sometimes desirable to provide cars of the same basic design which are independentl~ powered and which do not include auxiliary power units which generate waste heat to provide hot water to heat the interior of the car.
~n order to take advantage of utilizing the same basic design for both types o~ cars, it is desirable to utilize as many as the same parts as possible to provide heat for both types of cars. It is especially desirable to use the same conduits and temperature responsive means located in the same places within .~
the car.
It is an object of this invention to provide an improved heating system for a railway car.
rt is a further oboject of this invention to provide an improved heating system for a railway car in which the main conduits and temperature responsive means are adapted to utilize either waste heat for an auxiliary power unit or heat from separate electrical heaters.
rt is still a further object of this invention to provide an improved heating system for a railway car in which waste heat from an auxiliary power unit may be supplemented by heat from electrical heaters utilizlng the same conduits and temperature responsive means.
rn accordance with the present invention, a heating system is adapted to utilize either waste heat from an auxiliary power unit or heat from electrical heaters. Water from an auxiliary power unit may be applied to a heat exchanger and circulated to overhead heating coils dependent upon the operating states of temperature responsive means within the car. When the car ~s designed without the auxiliary power unit or heat exchanger, electrical water heaters heat connected in series provide hot water to the overhead heating coils. The water is circulated in response to the temperature responsive means within the car. The heat from the hot water heaters may supplement the waste heat of an auxiliary power unit if it is used and supplies insufficient heat for the interior of the car.
The invention will now be described in greater detail with reference to the accompanying sole figure of the drawing illustrating, partly schema~ically aDd partly in block diagram form, a heating system for a railway car, in accordance with the present invention.
The system described is used in conjunction with the present invention.
~ ~ 63972 A portion of the system to be described generally herein is described in detail in the aforementioned patent applicatlon.
Specifically, various details relating to the operation of the auxiliary power unit and the heat exchanger associated therewith are described in detail.
Basically, water is selectively pumped through a clcsed loop through a pipe 12, through the overhead heating system to be described and back to the interior of the car through a pipe 14.
An auxiliary power unit including a water jacket 20 is filled with ~rater from a source 18. The source 18 may include a water fill or drain valve at the side of the car which is closed following filling to close the system.
The water is circulated through the water jacket 20 of the auxiliary power unit.
When the auxiliary power engine is first started, water is circulated for a short time in a warm-up loop and is circulated by a pump 22 forcing water in the direction of the arrows through the water jacket 20 and a thermostat 24.
The water from the thermostat 24 directs the water back to the pump 22 until it reaches a certain predetermined temperature. The thermostat 24 comprises a thermostat valve capable of steering the water in one of two paths. When the temperature is below 170F, for example, the thermostat 24 causes the water to pass through the warm-up loop descEibed. When the temperature reaches 170F., the thermostat 24 blocks the water in the warm-up loop and directs it into a second loop or circulating path.
A~ter the water in the warm-up loop has reached 170F., the water ~lows through the second loop whlch includes a heat exchanger 26, also generally included in the system involving an auxiliary power unit. The water from the heat exchanger 26 passes through another thermostat 28. The thermostat 28, acting as a valve, is also capable of directing the water in either of two paths depending upon the temperature operating condition. The water passes through the thermostat valve 28 to a line 30 back to the inlet of the loop including the water jacket 20. This happens, for example, when the temperature is above 170F., but below 180F. When the water reaches a predetermined higher temperature, such as 180F., the thermostat valve 28 blocks the water in the second loop and directs it to a third loop. In effect, the system thus far described is aimed at keeping the heat exchanger 26 at 180F. after its initial warm-up period. When this temperature is exceeded, the third loop provides greater cooling for the auxiliary power engine.
When the water temperature exceeds 180F., the thermostat valve 28 prevents water from flowing in the second loop including the line 30 and directs the water through the third loop which includes lines 32 and 34 which lead to overhead radiators 35. The thermostat valve 28 is directly connected to the line 32. The line 34 leads back to the inlet of the pump 22 and through the water jacket 20.
The third loop involving the lines 32 and 34 is used prlmarily to prevent overheating of the engine and provides extra cooling when the temperakure goes above 180F. Thus far the system described has not provided any heat for the interior of the car.
A water circulating pump 36 is connected to circulate water in the loops including the pipes or lines 12 and 14. The water from the pump 36 is connected to pump water in one of two different paths. The first pàth is from the pump 36 to a check valve 38, which may be a spring loaded check valve, to line 12. The water from the lines 12 and 14 are connected to overhead heating coils 40 and 42. The water from the lines 12 and 14 are connected to the heating coil 40 and 42 through water heaters 44 and 46, respectively. The water heaters are connected in series with the overhead heating coils.
1 ~ 63972 The heat generated ~y the hot water and heating coils 40 and 42 is carried by air which may be forced by ~ans or other means not illustrated into the interior of the car.
The second path from the pump 36 is through the valve 38 to a solenoid operated valve 48., The pump 36 will operate only when it is desired to heat the car depending upon the heating or air conditioning requirements in the car. For example, car temperature control means 13 controls the operation of the heating system. The temperature control means 13 may include various thermisters or other similar elements disposed in an overhead duct of the system. Dependent on the temperature control settings, various circuits including switches and the like are operated by the thermisters or other thermocoupling elements. Such elements and circuits are well known to those skilled i~ the art and therefore not described or illustrated in detail. The pump 36 operates only when it is desired to heat the car or heat super cooled air during air conditioning by having heated air produced by the overhead heating coils 40 and 42. Output ~ignals from the temperatur0 control means 13 are applied to selectively operate the pump 36 and valve 48 when predetermined temperatures are reached.
rn one type of operation when the heating system reaches a pre-determined temperature, for example, about 61-65F., the temperature control means 13 responds to close a switch to apply power to drive the pump 36 and to open the thermostat or modulator valve 48. Water is then circulated from the pump 36 through the valve 48, through the heat exchanger26 and to the overhead heating coils 40 and 42. The check valve 38 is a spring loaded valve and is set to have a slightly higher resistance path than the path to the heat exchanger 26 ~hen the valve 48 is opened. Consequently, water will flow through this path as long as the pump 36 continues to operate with the valve 48 opened.
1 :1 63972 The valve 48 wlll remain open as long as the temperature is below a predetermined temperature, for example, between 72 and 74F. When the temperature of the duct exceeds about 74F., the valve 48 closes. When the valve 48 closes, the water from the pump 36 is prevented from passing through the heat exchanger 26~ overcomes the spring loadlng of the valve 3~ and passes therethrough.
The present system is adaptable for use ln two dif~erent types of cars. For example, one type of car may not include an auxiliary power unit having the water jacket 20, heat exchanger 26 and various other associated parts. However, some of the components for causing the water to circulate through a line 12 and to be returned through the line 14 may still be employed.
In such systems not including auxiliary power units, a separate or independent means must be provided to provide heat for the interior of the railway car.
Consider now a situation in which no auxiliary power unit including such items as the water jacket and heat exchanger 26 are involved. In this case, the same temperature responsive means 13 may be used. ~lso all the various temperature control elements within the car may be disposed in the same locations and operate in the same manner as when an auxiliary power unit is involved. In the latter case, not involving an auxiliary power ~mit, at a predetermlned temperature within the car, the temperature responsive means 13 water is circulated to and from the lines 12 and 14 in the manner previously described.
The ~ater in the loop 12 is circulated through the water heater 44 through a spring loaded valve 45, through a normally open solenoid valve 52 to the overhead heating coil 40. The water is returned from the heating coil 40 through line 14. The operation of the solenoid operated valve 52 is connected and is dependent upon the signals from the temperature responsive means 13. The connection between the temperature responsive means 13 and the solenoid operated valve 52 is illustrated by a dashed line.
~ n like manner, the water from the line 12 is transmitted to the hot water heater 46. The water from the hot water heater 46 is then circulated through a spring loaded valve 47, through a solenoid operated valve 54 to the overhead heating coil 42. The water from the overhead heating coil 42 is returned through the line 14. The solenoid operated valve 54 is likewise connected to the temperature responsive means 13 as indicated by the dashed lines, with its operation therefore dependent upon the temperature conditions inside of the car.
The solenoid operated valves 52 and 54 are therefore disposed to electrically connect the water heaters 44 and 46, respectively, at the appropriate temperatures. The solenoids may be located within the car and not necessarily adjacent the water heaters.
Means for operating the water heaters 44 and 46 may be provided by control units 49 and 51 connected to a suitable power source. These units may include mercury switches~ capillary tubes or the like adapted to turn on the hot water heaters 44 and 46 independent of the system described and keep the water at a preset temperature~ for example 160F.
The hot water heaters 44 and 46 may be used independently when heat is desired within the car as determined by the various temperature control devices within the temperature control means 13 within the car. This would be a case where no auxiliary power unit was incorporated into the car. In cases where an auxiliary power unit is employed, it is possible that it may not generate sufficient waste heat to heat the interior of a car. In this event, the hot water heaters 44 and 46 may be selectively actuated or operated to provide supplemental heat for the waste heat system within the car.
~ 1 63972 The present inventlon makes it possible, thereforel to design a heating system which is compatible with two different types of cars, one with an auxiliary power unit and the o~her without the auxiliary power unit including such equipment as the heat exchcmger or water jackets. The temperature control means 13 would be basically the same in both types of cars.
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A railway car heating arrangement for use in either a first system without an auxiliary power unit or a second system including an auxiliary power unit comprising:
(a) a heating coil for receiving water to heat the interior of said car included in said first and second systems, (b) a closed loop containing water adapted for use in either said first or second systems, (c) pump means connected to circulate said water through said heating coil in response to a predetermined temperature in said car adapted for use in said first or second system;
(d) a water heater connected in series with said heating coil to heat said water included in said first system; and (e) temperature responsive means to cause said pump means adapted for use in either said first or second system to become selectively operated to circulate said water through said water heater when said first system is utilized to heat the water circulated in said heating coil.
(a) a heating coil for receiving water to heat the interior of said car included in said first and second systems, (b) a closed loop containing water adapted for use in either said first or second systems, (c) pump means connected to circulate said water through said heating coil in response to a predetermined temperature in said car adapted for use in said first or second system;
(d) a water heater connected in series with said heating coil to heat said water included in said first system; and (e) temperature responsive means to cause said pump means adapted for use in either said first or second system to become selectively operated to circulate said water through said water heater when said first system is utilized to heat the water circulated in said heating coil.
2. A railway car heating arrangement as set forth in claim 1 wherein said first and second systems are adapted to be connected in parallel with each other to form a single system.
3. A railway car heating arrangement as set forth in claim 2 wherein a pump and a solenoid operated valve are common to both said first and second systems and responsive to the operation of said temperature control means associated with the interior of said car.
4. A railway car heating arrangement as set forth in claim 3 wherein said water heater is connected in series with said heating coil in said first system and a second pump and solenoid operated valve is included in said first system and connected to respond to the temperature conditions of said temperature control means to cause water to be pumped selectively through said water heater and heating coil.
5. A railway car heating arrangement as set forth in claim 4 wherein an auxiliary power source is connected to said water heater in said first system to maintain the water therein at a predetermined temperature independent of the operation of said temperature responsive means.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US14796380A | 1980-05-08 | 1980-05-08 | |
| US147,963 | 1980-05-08 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1163972A true CA1163972A (en) | 1984-03-20 |
Family
ID=22523644
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000375143A Expired CA1163972A (en) | 1980-05-08 | 1981-04-09 | Auxiliary heater system for a railway car |
Country Status (7)
| Country | Link |
|---|---|
| AU (1) | AU544985B2 (en) |
| BR (1) | BR8102684A (en) |
| CA (1) | CA1163972A (en) |
| ES (1) | ES8300600A1 (en) |
| FR (1) | FR2482032A1 (en) |
| PT (1) | PT72911B (en) |
| ZA (1) | ZA812241B (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH140897A (en) * | 1929-07-04 | 1930-06-30 | Sulzer Ag | Refrigerated transport trolley with refrigeration machine. |
| US4260103A (en) * | 1979-01-17 | 1981-04-07 | The Budd Company | Heating system for a railway car for utilizing waste heat from an engine |
-
1981
- 1981-04-02 ZA ZA00812241A patent/ZA812241B/en unknown
- 1981-04-09 CA CA000375143A patent/CA1163972A/en not_active Expired
- 1981-04-15 AU AU69550/81A patent/AU544985B2/en not_active Ceased
- 1981-04-24 PT PT72911A patent/PT72911B/en unknown
- 1981-04-30 BR BR8102684A patent/BR8102684A/en unknown
- 1981-05-06 ES ES501908A patent/ES8300600A1/en not_active Expired
- 1981-05-07 FR FR8109088A patent/FR2482032A1/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| AU6955081A (en) | 1981-11-12 |
| BR8102684A (en) | 1982-01-26 |
| FR2482032A1 (en) | 1981-11-13 |
| PT72911A (en) | 1981-05-01 |
| ZA812241B (en) | 1982-04-28 |
| ES501908A0 (en) | 1982-11-01 |
| ES8300600A1 (en) | 1982-11-01 |
| AU544985B2 (en) | 1985-06-27 |
| PT72911B (en) | 1982-04-02 |
| FR2482032B1 (en) | 1985-03-01 |
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