US1440701A - Assighob to vapob cab - Google Patents

Description

Jan. 2, 1923.

E. A. RUSSELL.

TZI'OJITT,

AUTOMATIC CAR HEATING SYSTEM.

FILED DEC.3I,

1920. 3 SHEETS-SHEET I.

LufenIor Jan. 2, 1923.. 1,4403@ E. A. RUSSELL.

i AUTOMATIC CAR HEATING SYSTEM.

` FILED DEC. 3|, |920. 3 SHEETS-SHEET 2.

LI d 14.73

L f 109 f 141 Mz je Jan. 2, 1923.

E. A. RUSSELL.

AUTOMATIC CAR HEATING SYSTEM.

FILED DEC. 31,1920.

3 SHEETS-SHEET 3.

/ HemosZZzf A Mexm Patented Jan. 2, 1923.

U IT E D EDTFLARD A... RUSSEL.T OE CHICAS-0, ILLINOXS, ASSG-NOR TO VAiPOR CAR .HEATING l COMPANY, .INOXg OF CHICAS-, ILLINQIS, A CORPORLTIDN 0F 'NEW YORK.

AUTOMATC CAR-HEATING SYSTEM.

Application sied December 31, 1320. serial No. 434,179.

f/"o .1W 'fc/win?, ai?" 922.013/ oosifrvvi lic it known thot l :i citizen oit the United Stairs. resimno et l. of floot( and ,itzite of llllco/w;` A F lil'o here invented certero ne d useful en rl catino' i improvements in. V`tilt-omet frsteins. of rrliich the 'tolloiriugr is ai speoication. i

lilly inreutioix relz'ites to :i cer heating; syshe i0 teni and more especiell to e. csr ating! sfustern which is eiitoinejozillv regulated to maintain the cer et iosizhere et one of tivo selected temperatures. for example? the high tav-operatore duringa periods ot ocouincr o.. :l et low t rope in the cor su" lino' .f'zif'ont in the train yard.

t mi' heeitino; .y ...ein controlled so as to xl@ ot' such operati hs disclosed in n opplicet'on'ot tdword Russell i ii-rv ficissinoeigSei-*il No. 362,339.

'tiled Merch i920: and o moriv object ot he present invention is to moire certain .irn-

Virownents in the cootrollin@l apporetiis ol n. c teni ot the type. disclosed in the joint op- '.iotiori. just mentioned. /iore. specifically, ie invention has for ce tain ot its objects nism 'lor thesteem vol tions to 'open end close the i'zilve hy positiiely ectini' mechanical ineens instead oi" relyins'npon to ettect 'one oi seid solve more o employ :i rotary valve instced ot :i piston valve 'tor gforerningr the inflow ot hi medium to :ind the ollttiow ot the so ne from the radiator or radiators.. this @hooge involvingY certfii1 erro igfements in the controlling iingiroved tier of the tenioeretiire7 los.' iigrh. et Ll() the cui" etmospliere is to he Inoir tor Ad: to proi es. device. Wherehi7 5 5 d rom :1t-ic two sections B and ff.

s l circuit; .sind

view of the steam valve and associated part-s. in `positions which are the reve-rse oit the positions oit' the corresponding parts as shown in l.

Fig. 2% is a: vertical sectional View ot a4 relay forming part ot the controlling' apparatus.

Fig. fl is e sectional View on line lwl ot .3 looking' upwardly as indicated hy the arrows.

Fig. 5 is o side View of the relay7 with parts in section. taken et right engles'to the plane ot Fig'. 3.

Y 6 is diagrammatic View similar to Fig. l showing); the electrical connections in :i system en'lriloying mercmfizil thermostats instead ot the thermostaits oi: the type 'erre ployed in the oppor tus illustrated in Fig. l.

Referring tiret to ll l: A designates the steam train pipe ot railway car constituting? the mein ttor supply of steam to the heating; apparatus of the eer. The car s shown es furnished with s radiator consisting@r of l) is a. valve opened end closed'hjy elect-ric motors E and F tor controlling the inflow ot steam to and '011t- 30W trom the radiator. In one position steam posses from the trein line throiie'h the. vapor regulator.' ti* to the radiator and there'tioin to the thermostat chamber ot the vapor regulator. ln the other position ot' the yelve the inlet and discharge ends ofthe radiator :ire closed. a drein port from the radiator is opened and steam is supplied to the vapor re iletoiin. sutiicient quantities to keep the .seine 'from 'treeziigz H is e. limit switch Which operates in. connection with e. relay J For bringing'about the elterniite energiizzition ot the volvo. operating' motors and F. K is o. lowtenipereture thermos et preterolixly located Within the car which, when connected so es tohe inl control, functions to mai-intein the cor atmosphere temperature at o relatively low point, say 500 Fahrenheit. l., is a high temperature thermostat which, when in control of the system. maintains the cer et lnydesired temperriture ot occupo. .ejv say 7.700 Fahrenheit.k Thermostats l and L constitute the governingr circnithreelers olf the system. Functioning alternately, these devices govern-the movements ot' the radiator valve hy opening ood closing` the circuits in which they are respectively located. M isa selector switch pneumaticelly actuated preferahlyhy pressure teken 'from the air signal line of the car tor determining Whether the lov,7 temperature thermostat K or the high temperature thermostat L shall be in control. N is ya double pole circuit breaker which is preferably provided so that the apparatus may be disabled when desired, and Q is a pressure operated circuit breaker connected with the steam train line for lfireakingjthe electric circuit through the controllingapparatus when there is no steam in said train lino. P is a resistance arranged to be in circuit with the relay l and the high temilierature and loiv temperature thermostats K and L at such time as the current flows through i these .devices The valve device D comprises a. casing divided by webs into'a central circular valve chamber 26 in which a rotary valve 2T is arranged7 and around the central valve chamber 26, chambers 28, 29, SO, 81, 32 and 33, A supply pipe 3&1 leads from the train pipe A through vapor regulator G to chamber 28. The inlet end 35 of radiator coil B leads from chamber 31. The return end 36 ot coil B leads to chamber 32. The inlet end 37 of coil C is connected with the return pipe 36. The return end 3S oli' coil C leads to chamber 30. 39 is a pipe leading from chamber 29 to the thermostat casing o1 the vapor regulator'. The vvapor regulator is a device in common use, and consists of a valve governing the How through the supply pipe 311 and a thermostat which is actuated by the heat ot the medium discharged through pipe 39. For details ot construction of the vapor regulator reference is made to the patent to Gold No. 1,07795257 dated November d, 1918. 40 is a duct leading from Chamb-r 32 to chamber 29. 411 is a drain pipe from chamber 33. The valve 27 comprises Webs 414C, 45 and lr6, and is rotated'by a lever 52 terminating in a handle 53. The lever 52 is engaged with the piece 56 which connects the cores 57, 58 of solenoids E and F which are mounted on the top of the valve casing 25 and have been re- Jerred to as the valve operating electric inotors. The opposite end ot' lever 53 engages the movable element 62 ot limit switch l-l. A pair ot'spring contacts 64, 61a are adapted to bear against the contact element 65 on member 62. A similar pair 'of contact Springs 67, 6'?n are adapted to engage a contact element 68 on the other end Yof member 62. The arrangement is such that When the contact springs 6'?, 67a bear against the contact element 68 the contact element 65 is out of contact with the springs 64, 64a, and vice versa.

The selector switch M. comprises a cylinder 69 closed at its outer end and connected. with a pipe 72 leading from the air signal line of the car. lllithin the cylinder is a piston 73 having astud 74 adapted to bear` against a stud 5 on the inner end ot the intox/ci cylinder. The switch member T9 is iixed to a stem T8 on piston 73 and consists ot an annular body of insulation 8O into which are set the spaced contact rings 31, 86 a spring interposed het 7een the switch member T9 and a stationary element spring pressed loch 91 is arranged in thc cylinder against Which the inner end ot the switch member 79 is adapted to bear. A. pair ot contact springs 96, 9T are adapted to bear against either insulation 80 or one or other ot the contact rings 817 When )ressure is exerted through pipe 'T2 against piston '73 the contact springs 96. bear against ring 81. lwlhen the loclr 91. is raised spring 86 forces vthe switch member and piston TS to the right (assuming7 that is, that there is no air pressure against the piston) bringing the springs 96, 97 into Contact with ring` 82. ililith the lock in the posit-ion shovfn in the drawings the spring contacts bear against the insulation 8O and the circuit through the selector switch broken.

The reray l is preferably constructed as follows: 100 is metal' casing in 'which is arranged a magnet coil 101 wound on a spool 102 which is hollow to receive a core v103. 1011 is a disc ot the same magnetizable metal as casing 100, arranged just belowr the coil. The core 103 arries pole piece 105 held in place by a nut 106 on a screw 10i' set into the end ot the core. @n the lower end ot this screvvv is a contact plate 168 held. in place by nuts 109. An annular libre block 110 is i ned to the lower end ot casing 100 and is termed on its under side ivitli a transverse' recess 111. The contact vplate 108 on the core is adapted, .in the lov-.fer position' ot the core, when the relay is deenenginedl to bear upon a pair oi" silver Contact points 112 on opiiositelj.' disposed Contact plates 113q 114-.. wWhen the relay is energiaezl the Contact plate 10S bears against corresponding` contact points on a pair ot contact plate: 115, 116 dianietrically arranged 'with respect to each other.y at right angles to the contact plates 113, 11eL and secured to the recessed Aportion 111 oi the annular meniber 110. VThe contact plates are provided With any suitable binding posts 117.. 116 are binding posts tor the YWires leading to and from the coil 101.

The circuit breaker C' consists oit a casing 119 arranged at the end ot a pipe 120 which communicates iv' the steaml train line A, the outer end o the casing being closed by a flexible diapl fin 1.21 provide-l with a stein 122 carrying a switch member 123 adapted to close the circuit through any one vot the elf-mtrical conductors which alxtavs carries cnr 'it fit such times as the contr/ol apparatus is in operation.

The switch ll i oivn ^is an ordinary bipolar lrniife The thermostats l and L are shown cli,

Gi chan brim;

, "7) J 5@ rim' n virages @hun watch' Soul ,d

growl membro@ ab ,vo

Y2 Comhwtor the tonporaturo is; broken 1, colltflr v ou, thr

F now moves; the lvalve D *so its closedpoSW-ohhs shownin Fig, steam iS; huit of? rom t A@ radiator; Water o' Coudo sation n the inlet" pipo 35 of Coil B drains `through chamber 31, 'chambers 26, 33 and drain Dip-a 41:1. WzL-tor im 'the discharge and 3G of coil Pv drains through Aoozxmbol.' 32, du :"5 40, chamber Q9 :11rd discharge pig The outlet on@ fwgfof cor@ drains through Chamber 30, chamber 2@ chamber 33 and drain pipe i-l. Sezrm 'V m the train pipo and valve regualor is short orcued to the thermostat chamber of che regula-tor through olflamhors QS7 Shnd 29 offahro D mld plpo JuSt enough steam will benlv`m'\.l to pass, through operaion of the Vapor regguoor hermosmtr to 'keep'the vapor regulatorhot. y o r f The limit swich is moved. it observed, to break circuit No B will be 67 57a and to bsmsgj commet springs 6@ 6Aa against 'contar element 65 w'rereby when vulve .D

he opene if-agah1 current can. p "sns to Loo r E over thls path; Thmtakes place Wohn he temperature- `ig/Jdoe Q rfalls below roo deenergized, lit/laping .contact plate 1 ()6 against contacts 119, 114. momentary circuit is closed through the mot-or it, as rollows:

Circuit No. aff-Circuit lo. 1 to binding` post 138, conductor 139 to binding post 144, conductor 145, winding or motor E, conductor 146, contact spring 64 ci? the limit switch, contact element 65, Contact spring 64a, conductor 147 contact 113 or' the relay, Contact plate 106, contact 114, conductor 142 to binding post 143 in conductor 131, and thence by circuit No. 1 to the battery.

Valve D is moved to its open position and the circuit just described is broken at 64, 64?L by movement oi" the limit switch.

lhen the car is to be occupied'the high temperature thermostat L is vput in control of the heating system. This is ypreferably accomplished automatically through pressure in the signal line oit the train. As soon as a train is vmade up and the cars connected with the locomotive the signal train line sections are coupled and airlet into thesignal line. This circumstance is taken advantage of in order to-automatical shift the control of' the heating system from thermostat K to thermostat L. The latter, it will be assumed, functions to maintain the car temperature at Fahrenheit. Air pressure from the signal line passes through pipe .7 2 to cylinder 69 of the selector switch and moves piston 73 to the left bringing contact springs 96, 9T

against the contact ring 81. The selector switch 'is arranged in circuit with the high temperature thermostat L. v

Let it be assumed now that the high temperature thermostat is in control and `the car temperature below 7 0. The arc member 125n ot high. temperature thermostat vL will be in contact with contact point 126a and selector switch springs 96, 97 in contact with contact ring 81. Valve D will be open and the radiator receiving steam. The electric circuit through the high temperature therinostat will be as follows:

f Cz'rcm't No. 5.Circuit No. 1 asbefore traced to binding post 14S, then conductor 149, high temperature thermostat L, conductor 150, contact spring 96 or selector switch M, contact ring 81, contact spring 97, conductor'151, to binding post 152 in conductor 131, thence by circuit No. 1 to battery.

' When this circuit is brolren at 1253126, which occurs it thecar temoerature reaches 70o. current will be shunted through relay J as described in connection with the low temperature control, the current iiowing through the relay circuit described, namely, circuit No. 2. As a result there will be a momentary circuit established through motor F to close valve D, namely, circuitNo. 3. y

When the temperature again falls to a point below 70o the high temperature thermostat will close its circuit and a momentary lbetere the locomori lpleted through the selectorl sw ieionoi circuit will be established through the valve opening motor namely, circuit No. 4.

Although during the control by the low temperature thermostat K the arc member 125 oit' the high temperature thermostat L was iii contact, necessarily, `ith contact point 126, the high temperature thermostat wa,l disabled because its circuit was opened at 96, 97 oit the selector switch. VJhen the temperature 0;? the car is above 50 and the circuit through the high temperature thermostat closed at the selector switch so that the high temperature thermostat is in control. its intended functioning is not interfered with by the low temperature tlieimost t, the circuit through which is necessarily broken at f125, 126. 1t the selector switch be put under pressure while the car temperature is below 50 circuits will be closed through both high and low -temperature tiermostats, but this will not do any harm. Vf hen the lcircuit through the low temperature thermostat is broken at 50O the circuit through the high temperature thermostat will remain closed, and valve D open until TOO isreached.

1t maA appcn that the car will be broucglit to a station and there stand Jfor some time is attached to the rain. 1n such it may be desirable to bring the car temperature up to the temperature et occupancy without waiting` tor the attachment oi the locomotive and the consequent pneumatic actuation oit selector switch M. For this reason the selector switch provided with the icclzii device 91 which, when disengv d` from the switch member 79, allows spr ng 86 to torce the switch member to position which will bri 5 contact springs 96, 97 au" inst the Contact ring 62. thus closing the high temperature thermostat circuit at the selector switch. When this is done the high temperature thermostat L will be in control to raise the teni-- perature to ZOO and maintain it g that point As soon, hcwercr, as air 'troni the train s" ial line enters the cylinder, which is when the lccoinotire is attached to the train, the switch member .vill be moved to the other extreme posi ion in wi nh the high temperature thermostat circuit will be com- 'tch at 96. 81', 9'?. rEhe locking device 91 drop into its holding position iii readiness to stoii the switch member at neutral when pi'..ssi.ire

troni the signa-l. line cut Vthis arrangement the high temperature thermostat can be put in control by 'manuel operation or the select switch but as soon'as pres- `al line is re-estalilishcd the continued con e ther Aiostat `depends upon the existence or' the signal line pressure.

The control apparatus above described, it will be observed, involves the employment circuitsI which are norcrciiits. In orde 1 the ai oe :inv atmanually, ircuit 4 le' .icseil aut 64,. 65, 64, energizing motor E which immediately retu ns the vulve to itsl open position.

` is cesired toco: cl the system me* d e electric cr put cut oli operation N, in which case f i l) may be ated by hund in the su wey way valve in the ci 'iary Vapor ing system is operfited` When the electrical control system is employed, as contemplated, the consumption of current is relutiyely si ull. vt hue been estimuted at about .63 ai seres, on the for the time the system is in operation. i current required met' faire l) momentary cuimeiut. No cu rent is used 1cticldin the .Valve in either position. This is possible because ci the low' pressure of the earn bundled by the valve.

Jmostats o'fi en 7 suitable` type may be q i e thcrmostuts K and ly.

e wiring; arrangieo" apparatus maj-le pening the switch open tourheuti the mercuriul tj which close their reso ctii'e circuits on `eruture to given por icept 'for to be le- Vug and a certe1 i in the contacts ci the switch 'memi'. selector to itch, the a the seme as that shown the pre i. iig., ures und in Fig. 6 the saine reference numerels and letters used in connection with ceding` figures are employed tor d s ,ingr correspondiniv parts oif the apga- `ln the arrauo'ement shown in Fig?. is a mercuri therm 7, the niercury column 153 ol' which i apted to malte contact with con point 154 in the tube itt a relatively." hw; tcmgierature, for example, 50O Fahrenheit. l-/ifis a high temperature thermostat of similur coin struction but with thel contact point 156, with which its mercury column 157 is adapted to contact, at a higher level. The switch member 79 of the selectir switch M is provided with u singley contact ring 158 errenged between twoinsulating bodies 159,

The brushes 96 97 beer on the vcontact ring; 158 when there .is no air pressure in l' e sion'illine. That is to say, when the low te rc thern'iostat is in control circuit is 'closed by the selector switch instead ot being' open as in the othery i'orm orthe appara n the selector switchbreali:- ing this circuit when the signal line is unh dei' pre ire so as to placethehigh temperature thermostat iii control.;,. -V Y Fig. 6` showsthe apparatus in the position which the .parts assume. when the .temperatureis below COFehrenheitand there is no air pressure in the signal line. (yard temperature), The radiator is receiving steam. The current flowing through relay l along` a circuit as follows: i y

Circuit No. 6 Battery Q, conductor 160, member 128` ci? switchyN, conductor 161, resistance P, conductor 162, relay J, conductor 163, member 132 of switch N, conductor 164 to the battery.

Thef relay beingv energized. has. raised its armature 10S against the upper contacts iis, 116. a Y

As soon as the mercury column 153 of low temperature thermostatl reaches `contact 154 the circuit is closed (the low tempera ture thermostat circuit) which deenergizes the, relay J.V This circuit is as follows U/rcutt No. 7.-Circuit No.l 6 to binding post 165, conductor 166conductor 167 in contact with the mercury column, contact point 154,conch1ctor` 168, brush 96, cont-act ring; 158, brush 97 (of 'the selector switch M) lconductor 169, conductor163, switch arm 132 and conductor 164'v to battery.

The relay'armature falls to theilowercontacts 113, 114, and a circuit is closed, momentarily, through the motor F operatingyalVe D, which circuit is as follows:

('z'rcuzf N0. 8.-(ircuit No. 6 to binding post 170, conductor 171, conductor 172,'motor F, conductor 173, brush 67, contact 68 and brush 67L (of the limit switch H) conductor 174, contact 113, armature 108 of the relay, Contact 114, conductor 175, conductor 163, switch member 132 and conductor 164 to the battery.

This circuit is broken by the limit Aswitch H as soon as valve D has beeny operated to shutoff inflow of steam tothe radiator.

Ittemperature falls below 500 the low temperature thermostat circuit (circuit No. 7) is broken and relay J energized to raise its armature, current flowing to tl e relay along' circuit No. 6, a momentary circuit is now closed through motor E which is as follows:

Circuit No. 9; Circuit No. 8 to binding` post 176, conductor 177, motor E, conductor 17 8, brush 64, contact 65, and brush 64ZL (of the .limit switch), conductor 179, contact 115, armature 108 of the relay,'contact'116, conductors 175, 163, switch arm 132 and conductor 164 to the battery.

The motor E now reopens valve D, the circuit through E being broken at 64, 64a throughoperation of the limitswitch.

Assuming now that the selector switch M has been moved, either manually or by air pressure from the air signal line through pipe72 to bring brushes 96, 97 in contact with the insulation 159, for the purpose ot putting the high temperature thermostat incontrol oi? the system, and assuming further. that the temperature ot the car .isbetween 50o Fahrenheit and 70o Fahrenheit, the .radiating coils will be receiving steam and the armature relay J raised. The circuit through the relay under these conditions is the same as that .described as circuit No. 6. .1

.As soon as the mercury column 157 of the high temperature thermostat reaches its contact point'156 a circuit will be closed (high temperature thermostat circuit) deenergizing the relay, this circuit being as follows:

Circuit No. 10.-(lircuit No. 7 to binding post 180, conductor 181, which is in contact with the mercury column 157, contact point 156, conductor 182, conductors 169, 163, switch member 132 and conductor 164i to battery. f

The relay now drops its armature to contacts 113, 1M, and a momentary circuit established. through the motor F heretofore described as circuit No. 8.

When the temperature falls to break the high temperature thermostat circuit at the thermostat L motor E is energized by a current flowing over the circuit described as circuit No. 9.

I claim:

1. In a car heating system, the combination with a source of supply ot heating medium and a radiator, ot electrically acituated apparatus tor controlling the circulation ot the heating medium through the radiator having a normally closed circuit and comprising a circuit breaker tor governing the operation of said apparatus, and means independent of said circuit breaker whereby the electric current ot the controlling apparatus is shut off in the absence of heating medium in said source of supply.

2. In a car heating system, the combination with a source ot supply of steam andL a radiator, of electrically actuated. apparatus having a circuit adapted to be closed when the heating system is not in operation for controlling the circulation ot' steam through the radiator comprising two circuit breakers, a thermostat toroperating one oil said circuit breakers, and means governed bythe pressure of steam 'in said source of supply for operating the other circuit breaker.`

per. ^its a fion' of electric current through said controlling apparatus only when there is steam pressure in the train pipe.

4%. ln a car heating system, the combination with a source ot supply of heating mediumand a radiator. of means tor controlthe circulation oi' heating medium radiator com'irising valve y r c motors tor moving the ve men'il'ier in opposite directions, a limit switch operated bythe movements ot said valve member which breaks the circuit through each motor as soon as such motor has completed the movement o1 the valve, thermostatic means in the car which governs the energizingy ot said motors, and selecting means whereby the thermostatic means may be made to maintain the car atmosphere at either one of two dilierent temperatures.

In a car heating system, the combination with a source oi supply of heating medium and a radiator, o1 a valve to control the circulation ot medium through the radiator', electrically operated means having two circuits adapted to be closed alternately to move the valve iirst in one direction and then in the other, a relay 'to close one of said circuits and open the other in alternation, and a circuit breaking thermostat to control the energization of said relay.

-6. In a car heating system, the combination with a source ot' supply of heating medium and a radiator, of a valve to coatrol the circulation oi medium through the radiator, electrically operated means having two circuits adapted to be closedI alternately to move the valve iirst in one direction and then in the other, a relay to close one of said circuits and open the other in alternation, and a circuit breaking thermostat to control the energization et' said relay, the relay circuit beingin parallel with the thermostat circuit and the current requirement ot the relay such that it is energized only when the thermostat circuit-is broken.

7. In a car heating system, the combination with a steam train pipe and car radiator, oli a valve to control the. circulation through the radiator, two electricl motors, one to open the valve and the other to close the same, a relay having a switch member which opens and' closes in alternation the circuits through said electric motors, and a thermostat to govern the energization and deenergization ot said relay.

stat, a pair ot electric motors torimoring the rali/c in opposite directions, a limit itch operated by said yalve iI break motor circuits at the complet-ion o the are m'overnentst and a relay for opening and closing motorA circuits in alterna-- tion, the thermostat circuits andrelay circuit being in paralleh andthe current rev(purement oi? the relay such that it is not ac'tijlated while current is ilowing through either oit the thermostat circuits.

ln a car heating s stein, the combination with a steam train pipe and a raciator olf a valve lor controlling the circulation of s i n throupfhfthe rzuliatorj a louv tempera-- ture circuit breaking thermostat in the car, which closes its circuit Whenthe car temperature rises to a certain point a high temperature circuit breaking thermostat in the car which closes its circuit when the car temperature rises to a l"`"hei`- point, a pressure actuated selector sur fh in circuit with the high temperature `thermostat7 a pair of electric motors tor moving' the valve in opposite directions, a limit switch operared by said valve lor breaking'the motor circuits at the completion ot the Amlve movements` a relay tor opening and closing` said motor circuits in alterna-'tiem the thermost circuits and relay circuit being; in parallel7 and the current requirement of the relay such that it is not actuated 'while current is flowing; through either `oi" the thermostat circuits, and pressure actuated circuit breaker in one of the common leads ol" the aforesaid electrically operated mechanisms Whicii is subject to pressure in said steam train pipe andwhich breaks its current in the absence of steam in said train pipe. y l0. ln a car heating system the combination. with a steam train pipe and car radiator, oi? a valve to control 'the circulation through the radiaton t-Wo electric motors, one to open the Valve and the other to cl V-ie the saine, a relay haring); a switch member fwhich opens and closes, in alternation:` the temperat-ure thermo trol the energization ot the relay, and a scf-- lector switch Lor determining` which el said tl ermostats shall be control ot the system. ll.. in combination with he radiator? source ot supply ot' heating medium and control Valve et a railway car ieating' system, a circuit breaking` thermostat in the car7 electrically actuated motor tor operating the control valve, the circuit of which motor is in parallel with the thermostat circuit, a relay for opening and closing the motor circuit arranged in a closed shunt :trom the thermostat circuit` the current requiremei'it cli the relay beinlg'such that it is energized only when the thermostat circuit is broken', and means lj'or breaking; the motor circuit at the end ot the Valve movementl2. ln combination with a radiator,r source et supply of heating medium and control valve et a railway car heatingsystem, a circuit breaking thermostat in the car, an electrically actuated motor for operating` the control rali/e, the circuit oic which motor is in parallel with the thermostat circuit, a relay tor opening and closing the motor circuit arranged in a closed shunt from the thermostat circuit, the current requirement et the relay being` such that it is energized only When the thermostat circuit is broken. and means operated by the Valve tor brealrthe motor circuit at the end oit' the value movement.

i3. lo combination. with the steam and air train pipes of a railway car, a radiator having a valve and mechanism for controlling` the operation ot' said Valve comprising two circuit breaking` thermostats one ot which closes its circuit at a higher temperature than the other7 a relay in parallel with said thermostats, the current requirement oi which is such that it is energized only when the circuits ot .said thermostats are open, and circuit breaker actuated through change oiS pressure in the air train pipe. l

le. ln combination with the steam and train pipes of railway car, a radiator hav- Valve and mechanism for controlling' the operation ot said iralve comprising a pair of electric motors for opening and closing' the valve respectively, a relay to direct the current to one or other of said motors, two circuit breaking thermostats one ot which closes its circuit at a higher temperature than the other, said relay being.;` in parallel with said thermostats and its current requirement such that it is energized only when the circuits ot said thermostats are open, and a circuit breaker actuated through changes oli pressure in said air train pipe in the circuit ot the lou7 ltemperature thermostat.

'EDWARD A. RUSSELL.

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