US1440655A - Cae-heating system - Google Patents

Description

lm fz, '1923'.

Sam ,71711151 ORIG - yf. L Buss.` CAR HEA'rmc SYSTEM.' uw. F`| LED SEFT. '9, 1918,

. 3 SHEETS-SHEET l a' 'z5 KIP( 1,75*'

Jan. 2, 1923.

1,440,655 W. L. BLISS. u CAR HEM-maf SYSTEM. Omsnm. FILED SEPT. 9. 1918.

3 SHEETS-SHEET 2 W* L. BLISS. Y CAR HEAT Nc SYSTEM. ORIGINAL FILED SEPT. 9. 1918.

Jan. 2, 1923.

3 SHEETS-SHEET 3 Patented Jan. 2, 1923.

"UNITED srArss lihlCE WILLIAM L. BLISS, or NIAc-AaA rALLs, New venir, Assis-Non ro VAPOR CAR HEATING COMPANY, INC., or YORK.

CHICAGO, HLLEOS, Il.` CORPORATION" OF NEW CAR-HEATING SYSTEM.

Original application led September 9, 1918, Serial No. 253,152. Divided and this application filed. `February 23, lflf Serial No. 447,165.

To all vwhom it may concern:

Be it known that l, VILL'IAM L. Brass, a citizen of the United States, residing at Niagara Falls, in the county ot Niagara and State oit New York, have inventedy certain new and useful Improvements in Car-Heating Systems, of whichthe following` isa specification. 1

l My` invention relates to aheating system intended primarily for railway cars, and

more especially to a heating system employin steam as the heating medium.

hen railway cars'arenot service, and

hence are not connected with a locomotive,

it is customary during cold weather tolieep their heating systems supplied with steam from a yardor terminal steam line in order to prevent freezing ot pipes and iittings containing water, and to olo'viate other damage to the car which would loe likely to result il? the cars were allowed to stand without' heatn No adequate arrangements however, have heretofore vbeen devised 'for regulating the quantity of' heat supplied to railway cars under these circumstances; and as a matter ot'tact, the cars are usually heated. to high temperature when they are out ot service as when in service. `This is entirely rmnecesszflry and, involves a very great waste oi fuel.. .particularly since ras a rule railway cars are unoccupied on the average tor more oit the time than they arev occupied. During periods when a car is not in service it is quite sufficient to fkeep the car at a tempera- L`give a margin of safety.

The primary object of the invention is to effect aneconomy in the heatingof rail vavcars hy providing certain controlling); devices lor a railway car heatingv system which become etlective without care or attention on the part ot' the trainmen as soon as the car is disconnected from its locomotive., and which operate automatically to embodiment, inr

ture just enough aloovethe freezing point to prevent supply ot heatingr niediumto 'the tivev for that purpose, automatically, when thecar is connected with the locomotive.

A; further Objectis to provide means whereby the high tei'nperature control may he substituted 'for the low temperature control hy a manual setting ot the controlling apparatus at such times as the car yis not connected with the .locomotive7 and is', there`` :tore7 normally subject to the low temperature control; and further, to provide an arrangement whereby this manual setting of the apparatus is nulliiied as soon as the connection ot the car with-the locomotive is made. The purpose of this feature of the .controllingapparatus is to allow the temperature o't the car to he brought up tothe im Wlei-Mure of occupancy at such tunes as the live is connected to the train. It is the rsual practice in making up trains at 'terminal stations. tor examplei to leringI the into the station by means of a switch engine and to attach the locomotive which is topull the train only a short time heitere the time ot departure.

The invention is illustrated, in a preferred the accompanying drawwherein his'. lis diagrammatic view yillustrating the controlling apparatus of my invention applied to a low pressure or vapor car heatino; systenfl. i

Q is a ftront view or a thermostat ted to he located so as to he responsive to cnanges in temperature in the latmosphere within the car.

l is side elevationot the thermostat` Figi. e a rear elevation with certain parts in section.'

'l .m to illustrate particular Ven the steam and au' train s standing; at a station hetore the locopes ot a car furnished with the heating car N which contains air under pressure at.

such times as the cars oit the train are connected.ivithnthe locomotive. Pipe B is. con.-

nected by suitable coiiplingsirbetiveerr the cai-s of the train and the signal train pipes of the intervening; carsivi'tli signal train pipe. B of" the forward can` 0. which is coupledibv eoiiplingfl, ivitlr the air signal pipe oaths-locomotive. V designates the aiiwbriikettrain .pipe on car Ng and IV the corresponding pipeY oncar Ofthe latter.` heine? coupledito the locomotive air: pipe, lll' of; coupling. represents the radiator ot theta-r Nil) the valve tor"- e'ont-rolling'the circulation ot heating` medium through the radiatoriandflllthe vapor regulator. The tiinctionofithe vapor regulator, it; `will be understood, is to throttle inflow otsteani to the radiatore-s soon' as steam begins to escape through ztheopeii'ou-tlet ofthe system so that by the balancing/5 ot theV vapor regulatoi. valve the car radiatoris-lrept lilled with stcama-t atmosphericrv pressure. This is the ordinary operationxoi a vaporA regulator butiii the Ipresent system this operation is modil'ied by' the action ot thermostat:G-'located inl the car Ywhich under,"certainv circumstances will bring' .about the closing otzvalve-D-so as toprevent'thecar temperature 'from exceed ing certain selectively determined maxima. H: anY air motory for closing; valve l).y J is awsiinilary motor for opening.;` valve D." K is a pilot valve operated electrically through'. the"iiistriineientality ofthe car thermostat G tor controlling the iloiv ot motive fluidl to motors Tl and il. L is a piperitor cond uct-ingr compressed air to pilot valve Ktronianv suitable source ol4 supplyv siii'h :is thc air brake train pipe V.

lntheembodinent ofthe inventioi-i herein shown. the lthermostat G in one. position brings aboutir control o'lifviilve Diivhich Will nniiiitain the car a' ir-siilinorina-l tempera^ ture. soy G AFahrenheit. that is to szir'v. when the ('iii is standing disconnectedtroni the locomotivethe thermostat@ will l'iinotioiilo maints i n this relativel 'llhe tlierniostatA hoivcver is ai a ,A set so that it will function tti-maintain the car at anormal temiieratiii'e olfr tmciipainfv. tor example. at TU" Fahrenheit. as soon as tiife'locomotive is attached to the train. This aigljiist-mentz or set-ting ot the' thermostat tft-kesplaee throughapplication o'lt air pres sii-re to f Inova-.ble part ot thev thermostat mechanism,- the.-l air; pressure being; derived from the-V signal line, preferably, which is fillediiithtwieeiessed Qnfatteehmeeti Ot the locomotive to the train, llico the locomotive is detached trom the train the pressure in the signalline disappears andv ther mostat (tis reAset for the low temperature control. A limit switch M is provided which operated, bv movement ol1 the revoliihlc valve bodilv ot salve D for the purpose o making and breaking certain electrical eirciiits, as ivill be hereinatte set forth.

The details ot the apparatus will now be described.v 10 is a pipe leading from the steam train line to the valve Chamber 11 ot the vapor regulator F. 12 is aI pipe'- leading trointhe loiv pressure side of valve chamberto chamber. 13 of valve D which latter is shown as a four-Way valveliaving a revoliible valve body comprising; an npri'ght web 1land. a dishy 15. A valve of this type is in common'` use in connection With railwayY car heating apparatus and is shown in the patent to Goldv No. 9255692 dated .lune 22', 1909, and need not be de- Icribedin all its details,

Assuming the valve to be open (dotted line position Fig. 1) the steam will' pass 'troni chamber 13 into chamber 16 and then into the radiator C. Yillater of condensation passes out of' the radiator C through chainhei-s1?` and 1S ot valve D and. through pipe 19 to the tl'ieiniostat chaiiiber 2() of. the vapor regulator. rllhe vapor regulator is also in common use incur heating` systems. A' typical torni oi" the regulator is disclosed in the patent to Gold, No. QllZJTi7 dated November 3.- 1908.

Valve l) is close-{lb}7 turning)` valve bodyl 11 to the position shown in 'full lines in Fig'. lllhen this is donesteain trom pipe l?? l passes through chambers 13 and 18 and through pipe 19 to the thermostat chamber. The steam isr` therefore short oireiiited to theV thermostat ot the vapor regulator in sufficient quantities to keep the thermoi iviirii'i. ln the closed position of" the valve :idi'ainpoit 2l in dish lo re ters ivith a port Q2 in the lin-ittoni oi' the valve casing' i-io iisto ope-n outlet troni the radiator for ii'atci' otl Condensation..

As L attei' of convenient diagrammatic lll) .illustration the rotatable valve body 1+i is .shown :is provided ivith a pinion 29 ivliieh nh 4With e. 'nach' 24. the cnilA olf ivliich tute piston rods For the. p 56, b" twe i'flosiiioj l openino Handv fl'. the cvlincers 211 55T@ ot connected bi1 pipes 2&28 with ports ju the paging); Btl of pilt. VilVQ l@ ports F29" lead to chambers El, Ell" in casing-2N). ln these chambers are arranged poppet valves 3% 32a tooi'ierating with seats toi-'ined at the upper ends oit" the ports Q9', rlhe valves are connected` With arma :es 34., 3 f? of a pair. ot electro-magnets 35, 35a. The polefpieces 36, 36a extend into Chambers. 8,1, 31% Compressed air from connected y J ]'iosts by flexible ` wire connections 66, 66a. The revoluble member 14 `ot valve D is infioasae piyire l1 enters chambers 31., Ill@ through a duct 37 and branch ducts 38, 38d.

The thern'iostatio mechanism' designated generally by tlieletter G is preferably constructed as follows (Figs. .2, 3 and 4): 39 is a base plate on which is'supported the member 4() subject to dr-ylioiination through changes ofteinpeiature. Secured to this thermostatic member is Aa contact arni 4l the lower end of which adapted'to inove between a pair of contact screws 42, 42a eX- tending through studs 43, 43@L on'a plate 44 mounted for oscillation on the rpivot 45 on the back kot base plate 397 the studs 43, 43a extending through an arcuate slot 46 in the base plate. Set screws 47 may be provided for limiting the oscillatory Inove- Inents of plate `44. Fixed to the flange 48 ot the base plate is a cylinder 49 connected by pipe 50 with the air signal line B. A

.piston 5l is arranged in cylinder 49. The

piston is normally held against the end of the cylinder with which pipe 50 is connected by neans of a coiled 'spring v52." The stein or piston rod 53 of piston 51 engages an abutment y54 on the oscillating'plate 44.

To the outer end of piston rod 53 is secured a ineniber 55 (Fig. 6) the extremity of which is flat and has pivoted thereto the :forked end 56 of a caniy lever'57 adapted to bear against the flange 4S of base plate 39. Preferably the lower edge 58 ol" the `osmillating'plate 44 is formed on the are of a circle and is provided with teeth 59 adapted to engage the teeth oic a pinion 60 secured to a spindle 6l mounted in the base plate B9 and carrying a pointer 62 adapted to cooperate with scale graduations 63 on the front face of the base plate. 64 is a bindingpost for the conductor connected with the thermostatic member 40, 41 and 65, 65 the bindin; posts for the conductors leading` from the contact studs 43, 43a. Studs 43, 43L are with their respective binding shown as provided witha lever 67 adapted to engage with abutineiits 68 68a on the'liinit switch M for the purpose of moving the liinit switch alternately in opposite' directions. `The liniit switch is provided at opposite en(` with switch arin'sf69, 69H. i

rlhe wiring of the apparatus will be flescribed in connection with the ficsw/zc of 079e7'ct0n..-Fig. l shows parts oi the controlling apgviaratus in the po.- sitions which they occupy when the cai is disconnected. trom the locomotive, and at a temperature above the out-ot-service temperature. 50 llabrenheit7 tor` exanfiple7 the radiator valve D being closed(v Stef-ini train pipe il is7 however, receiving steainiroin the yard or terminal steam supply line S (Fig. 5). The contact arm 41 on v`thermostatie member "40y will be against the Contact 42.

the.

)Wien the car tmnperature falls below that iior which the thermostat (at the low temperature control) is set through adjustment of contact serew'42 in stud '43 the contact ari'n 41 will inove away troni the contact 42 against the contact 42a.' The gap between contact screws 42-49l is considerably exaggerated, tor clearer illustration, in Fig. l. A circuit will now be closed through inagnet 35EL follows: battery (or other source ot supply ot electric current) 70lgwire 7l. therniostatic member 40 4L contact 42a. stud 43%, flexible conductor 66, binding` post 6521'7 wire 729. limit switch arni 697 wire 7 3a, inagnet 351. wire 74n and wire 75 to battery.

rEhe magnet 3521 will attract its armature 34, raising` valve 32a and thereby adniittingi compressed air troni pipelli through chainber 8l, pipe 28a`to the cylinder oit the valve opening'inotor J; The revoluble ineinber 14 oit valve l) is inoved to lthe opening position adniittiin;` steam to radiator C. Ait the sain/estime liniitswitch M is inoved to tie lett breaking the circuit between wires 72@ 7U. Airni v69 oi' the limit switch closes a corresponding; circuit. The energiaation ot magnet 35a is momentary. As soon as valve D has been opened the liniit switch breaks the magnet circuit so that electric current is not wasted.

lllhen the temperature ot 'the car exceeds 50" .Fahrenheit ai'in 410i the car thermostat (l nieves Atrein contact 42'Lx against contact 42. t circuit is closed through the inagnet 35 Ji'ollows: battery 76.. wire 7l., thermostatic ineinber 40. 4l, contact 42 stud 43, lie'xible connect-ion 66.y binding post 65. wire 72,1iinit.

switch arm 69 (the liniit switch having;` been nuove@L Ato the lettl when valve D lwas open).V

circuit at 69 and close the correspoiiding` cir-Y cuit at 69a. y

.Vhen the car inet-ive (as shown in Fig. l) andthe air sig:-

' Bput under pressure com pressed air 'frein the sional line througjgh pipe 50 to cylinder 49 associatedv with the thereinstatw i'nechanisni G and piston is iiiovedl r the pressure ol" spring- 621 cansinoP the oscillating plate 44 to be inoved lo the Y fl and That is to sayn 'the contacts 42, 42 are shifted laterally with rc-y spect to the thermostat arui 41 in a direction which will prevent the thermos* troni functioning` to close valve D until the car teinperatcre has reached the desired temperature or" occupancyi 70 for example. The thermostat will now operate as lvefore.y closing they valve'D when the arm 4l is against j connected with its loco-l contact l2 and opening' the same when the arm brought to bear against contact 42a, hut these operations noxv taire place at the higher temperature.v

ity it is desired to put the car under the high ten'iperature control While it isstanding at a terminal, 'for example', before the locomotive has been attached to the train, this can be accomplished by raising cam lever 57 so as to shift the oscillating plate 4 4 from the low tempera-ture con trol position to approximately the high temperature control position. The end oit the lever is made flat to bear against the flange Il@ of base plate 39. The lever vvill he held in the horizontal position l y spring This movement otthe lever, however, does not bring, the piston 51 into contact with the outer head ofv cylinder 4t2) so that when the locomotive is attached to the train and piston 5l subjected to signal line pressure it is given a further movement so as to release lever 57 which falls to its normal position. By this arrangement the controlling apparatus, after being set by handior hipjh temperature control, at a time when the apparatus normally functions to etfect the loiv temperature control, is restored to a condition making' it subject to change of pressure in the yair signal line as soon as the locomotive is attached to the train so that thereafter when the locomotive is detached from the train the low temperature coimi'olL Willbe automatically restored.

it is fully realized that the `ic principles of mv invention might be embodied in a controlling; apparatus quite diiierent in its mechanical teatiuec 'from that shown and described herein. l. therefore, do not Wish to be understood as limiting; the invention to the particular constructions. arrangements and ydevices disclosed herein except so .tar as certain ot the claims hereto appended may he by their terms specifically so limited. This application is division of my co-pendinp; application Serial. No. ?,i62 tiled September il, 'lfll and is a continuation in part ot my applications Serial No. 214,603 tiled January 3l, 1918 and Serial No. 365.438 led March 1920 as a division ot the mentioned application.

I claim: l

l. ln combination with the heatino` apparatus o" a railway car. a` controlling; mech-- ausm therefor which automatically tains the car atmosphere at a relatively lo7 temperature when the car is detached trous the locomotirc and its heating; system connected with another source o''V supply oi heating' medium and which maintains he car atmosphere at a higher temperatiu'e when the car is attached to the locomotive.

.ln combination. -.vith the heating' apparatus of a railway caiga controlling mechanism therefor which is made effective automatcally tomaintain the car ata determi-- nate temperature'below the normal temperature ot occupancy when-the car is detached from the locomotive. y

3. The combination with a railway car, its heating.V apparatus and a conduit adapted to contain compressed air, ot' a controlling' mechanism tor the heating` apparatus which automaticallymaintains' the car atmosphere at a determinate temperature below the normal` temperature of occupancy in the absence of pressure insaid conduit.

il. The combination with a railway car, its heatingapparatusand a conduit adapted to contain compressed air, ot a controllingmechanism for. the heating. apparatus `which automatically maintains the car atmosphere at arelatively low temperature in the absence of pressure in said conduit, and at a higher temperature when said conduit is under pressure. y

5. The combination. with a railway car, its signalingfsystem and heating` apparatus, of. a controlling-mechanism for the heating; apparatus adapted to maintain the car a determinate temperature beloiv the normal temperature ot' occupancy Whenvthesignalingy system Y is inoperative.

6. The combination with a railway car, its signaling system and heating` apparatus, of. a controlling-mechanism for the heating); apparatus adapted. tofmaintain the car at a relatively lou:v temperature when the signaling system is inoperative. and to maintain a 'higher temperaturein thecar when the signalinp; system is in condition-tor` operation.

7. rThev combination. With a railway car, its signal.r air.v train; pipe-and heating` apparatus, of a controlling mechanism tor the heatingapparatus adapted to maintain a determinatetemperature in the car below the normaltemperature of occupancy in the absence of pressure in.the air train pipe.

8. rPhe combination with a railway car, its signal air trainipipe andheatinp;` apparatus, of a4 controlling mechanism 'for the heating apparatus adaptedr to maintain a relatively low temperature in the car in the absenceof pressure 'in the air train pipeand a higher temperature when said train'pipe is undery pressure.

9. In combination With the heatingl apparatus ot a-railway car, an automatic coutrol mechanism therefor.l adapted to maintain the car atmosphere at; determinate high or low temperatures dependent on the car hemp;` connectedv withVv or disconnected from a rl the locomotive, and means whereby s mechanism may be manually set tor the hi gli temperature control when, the car unattached tothe locomotive,. which moans is 'made ineffective When the car is attached to the locomotive.

l0. In combination With a railway car, a

radiatortherein, avapor. regulator, a shutoff valve interposed yinvettive@Il the vapor regu- "lator and radiator, mechanism for operating the shut-oli' valve to selectively produce high or` low temperatures inthe car, which mechanism is actuated automatically `to produce the high temperature when the car is connected with the locomotive and the low tei'npei'ature-when the cai' 4is disconnected therefrom,` j i l11. In combination with a 'railway caiga conduit `thereon adapted. lto contain air under'pressure, a radiator" in the car, a vapor regulator, a shut-oli' valve interposed beween the vapor regulator and radiator, and

mechanism for` operating theshut-'otf valve to yselectively produce high or low temperatui'esinthe carin accordance with the presence or absence of ,pressure in said conduit.

*12. In combination with a railway car and its signal mechanism, a radiator inthe car,

a vapor regulator, ak shut-oli valve interposed between the vapor regulator and radiator, yand mechanism for-operating the shut-olil valve to selectively produce high or low temperatures in the car dependent upon whether said signalling mechanism is in condition for operation or is inoperative.

13. ln combination with a railway car, a radiator therein, a valve to control circulation` ,of heating medium through the radiator, thermostatic mechanism sensitive to car atmosphere temperatures, and means made leffective automatically when the car is disconnected from the locomotive 'for causing said thermostatic mechanism tov maintain a relatively low temperature in the car, which means operates automatically when the vcar is connected withl thelocoiiiotive, to cause `said therniostatic mechanism to'maintain a higher temperature inthe car.' y

1.4. lntcombination with a railway car and a conduit adapted to contain air under pressure, a. radiatorin the car, a valveto control the circulation of heating medium through the radiator,` ythermostatic mechanism sensitive to car atmosphere temperatures, and means made effective automatically Yon disappearance of `pressurein said conduit for causing said wthermostatic mechanism to maintain a relatively low temperature in the car, which means operates automatically on reappearance-of pressure in said conduit to `cause thethermostatic mechanism to maintain a higher temperature in the car.`

15. In combination, a railway car, a radiator therein, means for controlling the circulation ot heating medium through the radiator, and a fluid pressure actuated device which when subject to high pressure sets the i controlling means to maintain a'. high temperature inthe cai' and whichjat reduced pressure setssaid means to maintain a low temperature in the car.

16. lncombination, a railway car, a radiator therein, means for controlling the circiiilation ot' heating medium through theradiator, a fluid pressure actuated device which when subject to high pressure sets the controlling means to maintain a high temperature in the car and which at reduced pressure said means to maintain a low teinperatuie in the cai', and manually operable means for setting the controlling-means for the high temperature control.

17. In combination, railway car, a radiator therein, means for controlling vthe circulation oitl heating medium through the radiator comprising thermostatic mechanism located in the car, a shut-off valve for the radiator, operating means for' the valve governed by said tliermostatic mechanism, and a fluid pressure actuated device for automatically settingsaid controlling means toy tive power to which'is governed by thethermostatic device, and a Huid pressure actuated device! for automatically setting said controlling means to maintain, selectively,

either a high or low temperature inthe cai'.

19.,y In combination, a railway car, a radiator therein, means for controlling' the eirculation of heating medium through the iay diator comprising a circuit making and breaking thermostat located in the car, a

shut-off valve Yfor the radiator. motors to move the valve in opposite directions, theapplication ot motive power to which is governed by said thermostatic mechanism, a limit switch operated by said valve to break theV thermostat circuits at the end ofeacli valve t movement, and a pressure` actuated selecting device to. set said controlling means Yfoi-the maintenance of either a high or low tem-v perature in the car. Y Y

20. In combination, a railway car, a radiator therein, means for controlling the circu-` lation of heating medium through the radiator comprising acircuit making and break ing thermostat located in the car, a shut-olf valve for the radiator, motors to move the valve in opposite directions, the application.

of motivepower to which, is governed byy said theim'ostatio mechanism, a limit switch operated by said motorsto break the thermostat circuits at the end oi each valve more` nient.` `and a selecting device which operates automaticallv` to4 set the controlling' means for the maintenance of either aliigli or low temperature in the cai'.

21. In combination. a railway car. a radiator therein, means for controlling the circulation ot heating mediiim'thi'ough the radia-` ltoi' comprising a circuit making and hieali ao ing` thermostat locatedin the car, a shut-'oit val-ve ior the radiator, motors to move the valve in opposite directions, the application of motive power to which is governed by said thermostatic mechanism, a limit switch operated bysaid motors to break the thermostat circuits at the end ot each valve move ment, a selecting device which operates automatically to lset the controlling means iter the maintenance ofeither a high or low te perature in the car, and means whereby sai controlling means may be set, manually, to maintain the high temperature.

22. ln combination with a railway car, its

signal air train pipe and radiator, mechanism for-controllingthc circulation of heating medium through the radiator comprising the radiator valve D, motors H and J, car thermostat G, pilot valve lf and limit switch M in circuit withvthe thermostat and magnets ot the pilot valve, substantially as described. y l

23. .In combination with a railway car and its heating apparatus comprising a train Ipipe kadapted lto be supplied with heating medium from .the locomotive and from another source of supply when the caris disconnectedvtrorm the locomotive, controlling` means which operates automatically to supvply the car with a relatively small quantity oil. heat whenthe car is disconnected' trom the locomotive and said train pipe connected with said other source oit supply, and with a larger quantity when the car is operatively connected with the locomotiveand the train pipe receiving heating medium Ltrom the locomotive.

24. ln combination with a railway car and its heating apparatus comprising` atrain pipe adapted to be supplied with heating medium from the locomotive and 4from another source of supply when the car is disconnected 'from the locomotive, controlling l means which operates automatically to sup- `motivato give the l,l

heating apparatus, and compressed air nal line, controlling` means which operates to automatically supply the car with a relatively small. quantity of heat when pressure is absent from the signal lineand with a larger quantity when the signal line under pressure.

26. In combination with a railway car, its heating apparatus and compressed air signal line, controlling means which 4operates to automatically supply the car with a relatively small quantity ot heat when pressure yis absent :trom the signal line, and with a larger. quantity when the signal line is under pressure, and a manually actuated device whereby the controlling means may be set when pressure is absent 'from 'the signal line to give the larger heat supply, which device is made ineffective when pressure re-appears in said signallline.

27. rl`he combination' with a railway car having a conduit for air under pressure and a heating system, of controlling` means for the heating system which operates automatically to supply the car with a relatively small quantity oi heat in the absence of pressure in said air. conduit vand with a 85' larger quantity or" heat when the air conduit is under pressure.

28. The combination with a railway car having a conduit for air under pressureand a heating system,oi` controlling means for 90 the heating system which operates automatically to supplyy the car with a relatively small quantity of heat in the absence of pressure in said air conduit and with a larger quantity or heat when the air conduit is under pressure, and means whereby, in the absence of air pressure in said conduit, the ycontrolling means may be set to supply the car with the larger quantity of heat, which means is made ineffective on reappearance of air pressure in said conduit. o

lhe combination with a railway car, its signaling system andk heating apparatus, of a controlling device which operates when 105 said signaling system is disabled to supply the car with a relatively small quantity of heat and when said signaling system is in operative condition to supplythe same with a larger quantity of heat.

30. The combination with a railway'car, its signaling system and'heating apparatus, of. a controlling device which operates when said signaling system is disabled'to supply the car with a relativcly'small quantity of heat and when said signaling system is in operative condition to supply the same with a larger quantity ot heat, and means forsetting said controlling device to effect .the larger supply of heat when the signaling 120 system is disabled, which means is made ineiiective when said signaling system is put .into operative condition.

tion when the ear is disconnected from the locomotive.

32. In combination with a railway car, a signaling?r `system therefor, a heating system adapted for controlto produce either high orflow temperature in the car, and regulating means whereby the high temperature operation takes place automatically when the signaling system is in operative condition and the low temperature operation when the signaling system is inoperative.

, 33. In i Combination with a railway ear provided with a conduit adapted to loe supplied with air under pressure, a' heating system adapted `for control to produce either i high or low temperature vin the oar, and a regulating device actuated in accordance with the presence or absence of pressure in the air conduit for determining` whether the high or low temperature operation takes place. l

WILLIAM L. BLISS.

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