US1671206A - Assigwob to vapob cab hbatino com - Google Patents

Description

May 29, 1928. 1,671,206

P. B. PARKS VALVE OPERATING MECHANISM FOR CAR HEATING SYSTEMS Filed Jan. 29, 1927 Patented May 29, 1928.

UNITED STATES PATENT OFFICE.

PAUL n. PARKS, or OAK PARK, ILLINOIS, AssIeNon T0 VAPOR can HEATING 0on- PANY, IN(:., or cmoaeo, ILLINoIs. A CORPORATION or NEW YORK.

VALVE-OPERATING MECHANISM FOR CAR-HEATING SYSTEMS.

Application filed January 29, 1927. Serial No. 164,490.

This in vcntion relates to a valve operating mechanism tor a car heating system, and more particljilarly to certain improvements in a car heating system which is automat1cally regulated to maintain the car atmosphere at one of two or more selected ten'lperatures,

' for example, at a high temperature during periods of occupancy and at a lower temperature when the car is standing vacant in the train yard. A system of this type is disclosed in the patent to Russell, l,440,701, granted January 52, 1923. Such a system in cludes an oscillatable control valve 'for governing the admission of s'tcnnror other heating fluid to the radiators, this valve being opened when the ten'iperaturc falls below the desired point, and again closed when this temperature isonce more attained. In the example shown in the patent referred to, the valve lever moved in one direction or the other by a pair of opposed solenoids, the electric circuits for these solenoids being alternately energized in accordance with temperature changes.

The present invention relates to a novel and improved mechanism tor'operating this valve.

(in the example shown, bellows diaphragms filled with an expansible fluid) are positioned one at each side of the valve operating lever, so thatwhen one of these members is heated, it will expand andengage the lever and swing it to its other limit of travel. An electric heating element is associated with each diaphragm so that when a current flows through this element, the diaphragm will be heated and expand until the lever has been engaged and swung over to open or close the val vc. A limit switch is also associated with the valve lever so that at the completion of either movement of the lever, the circuit to the heating element for the expanding member which has justoperated. will be broken. The diaphragm will then gradually cool and contract to its original position. To accomplish the next movc ment of the valve lever. the other diaphragm will, be heated by a circuit completed through the heatinp; element for this second diaphragm. and the expansion of this diaphragm will. result in swinging the lever to its first position. The completion of this movement of the lever will operate the limit switch to break the heating circuit for the second diaphragm.

A pair of heat-responsive elements.

The general object of this invention is to provide certain improvements in a car heating system, as briefly described hereinabove and. as described in more detail hereinafter.

Another object is to provide an improved type of heat responsive motor for operating the valve lever 0t acar heating system.

Another object is to provide an improved automatic controlling means for a car heating system in which the control valve is moved by the expansion of motor elements due to the heating of these elements, by an electric current.

Another object is to provide an improved means for breaking the energizing heating current after the motor has been operated.

Other objects and advantages of this invention will be more apparent from the following detailed description oi one approved form of the mechanism.

In the accompanying drawing, the invention is illustrated diagrammatically, some of the features being shown in elevation, some in section, and some are merely represented by well-known symbols.

Referring first to the main elements of the complete heat control system: A designates the steam train pipe of a railway car, I

B and C are two sections or a radiator, D is a valve for controlling the flow of steam to and from the radiators, E and F are metors for operating the valve, and G is the vapor regulator for controlling the pressure of the steam. At H is shown a limit switch which operates in conjunction with the relay J to bring about the alternate energization and de-energization of the motors E and F. K and L are respectively low and high temperature thermostats tor determining the temperature to be maintained within the car, and M is a pnemnatica-lly operated selector switch which determines whether thermostat K or thermostat L shall be in control of the system. The switch or circuit breaker M is provided so that the apparatus may be made operative or inoperative, at will, and O is a pressure operated circuit breaker connected. with the steam train line for breaking thc electric operating circuit when there is no steam in said train line.

The particular features of novelt in this invention reside in the new form 0 operating motors E and F, and limit switch H, and the new combination of these features with the other mechanisms which have heretofore been in use. I: will first briefly de scribe the entire system, so'that the function and operation of these new features may be more clearly "understood:, Thei valve D comprises acasingr, divided by webs into a plurality of separate chambers 1, 2, 3, i, 5

and 6, all communicatingwith a central cir cular valve chamber 7 in which is positioned a valve 8 provided with webs whichinthe diiier-ent positions of the valve place certain chambers in communication Witlrone another and cut ofl communication with otherchambers; The'valvc; 8 is swung to itsdifierent" positions hy'the oscillatingilever '9'positioned' o uts'ideof the valve casing. l/Vherrvalve 8 is' in the open position shown'inthedrawings, steam flows from the supply main A through the'red'ucing valve otvaporregulator G and pipe 10' into thechamber 1,. thence through valve chamber 7 and chain her 4 into the inlet pipe 1-1 of radiator'B,

thenbackthrough pipe 12and into the inlet pipe 13 of radiator C and throu h return pi'pe'lt into the valve chamber '5'. The steam and condensate flows from chamber 5 through chamber 6 and pipe 15tothe thermostat casing of the vapor regulator G, which of well ltnown construction and designed to regulate thesupply of steamfrom the main A in accordance with the temperature of the steam" returned from the:radiators; When the'valve' is moved to the vo ff l 4 entering; through pipe 10 will pass directly, 'fromi 5 chamber 1 to chamber 6 and thence back or closed position, the steam through pipe 15 to the vapor regulator:

The radiators and valve chambers 2, 3, land sides oi one end of tlie valve lever 9f Inthe example here shown, eachmotor comprises'a 'holl'ow diaphragm othe'llows construction,

comprising closed ends 17 and 18 and deep-.

ly corrugatedsidewalls 19. The diaphragm is filled with a'suitable fluid which expands quickly when heated; One end 17 of the v on valve lever 9. \Vhen cool, the motors bellows diaphraginis fixed to some suitable support, while the other end 18 is freely} movable and carries aprojection 20 adapted to engage a rounded enlargement 21' tormed will contract to the positions shown in solid lines in the drawing, but: when heated the fluidwill expand and the bellows will be extended to the" position shown in dotted lines in the case of motor E, the projection 20 engaging the lever 9 and moving it over to the other extreme of its swinging movement. In the example shownin tbc drawings, the motorE has last operated to move the valve to its on or open position, but

the motorE has sincethait time cooled and returned to its original or normal position.

pansion ot' the diaphragm oif'motor F, which Wlll move the valve to off position. Each motormcludes an electric heating element,

here'shOWn as a coil 22,:which whentrav ersed by an electric current Willbecomeheat ed and cause the expansion of the amociated diaphragm. It should be understood that Thenext .operationwill be caused by the exthe motors E and F are shown diagrammat-i cally in the drawings, and usually these mo tors would be positioned above the valve-D, as shown in the drawings. For convenience of illustration, thesemotors have been positio'ned entirely to one side of'thevalveicask ing D, this showing requiringthe undue lengthening oi the valve lever 9, thus lengthcning'its a rcuate movement and necessltat' ing: a longer expansion of the diaphrafi: of motors E and F. By positioning't motors closer to the pivotalcenter of lever' the necessary expansive movement would be greatly lessened.

The limit switch H comprises a pairof spaced contacts 28and 24 whichare fixedly" mounted on some suitable support, and which are alternatively engaged by the contact 25 which is carried, by suitableinstallation 26, on anextejnsion v27 of valve lever 9. l T I The relay J may be of any approved con struction, andas here shown comprises a solenoid coil 28, which when energized draws up the core 29-carrying the contact plate 30.

When. in this position, the contact plate makes connection between the pair of fixed" contacts 31 and 32 and when the coil 28 is deen'ergize'd, the contact plate ff'alls and makes connection between theqotherpair' of fixed contacts and 34'.

The thermostats K andL are hereshown as of the mercurial type; Thelead wire 35- always makes contact with the mercury columns 36 and S'r' ofthe rcspectivetherrnostats K and L. At a certain relatively low llo temperature, for example, Fahrenheit themercury column 36 of thermostat Kwill make contact with a fixed contact member 38, to which is connected the lead wire 39E At a relatively higher temperature, for example,70 Fahrenheit, the mercury column 37 of thermostat L will make contact with the fixed contact member 40 to which is com ncct'ed the lead wire 41.7

The selector switch M comprises a cylinder 42, closed at one end 43, and communicating with a pipe' lA leading from the air signal line of the car. Within the" cylinder is a signal line and pipe 44, the; piston 45 will be forced out against the stops 50, at which time a ring of insulation 49 separates the spring contacts 51 and 52. lVhen pressure is released from the pipe 44 of cylinder 43, the spring 53 will force the switch member 47 and piston 45 inwardly until the member 47 engages the stop 54, at'which time the contact ring 48 will be positioned between and will electrically connect the spring contacts 51, and 52. Under emergency conditions, as hereinafter explained, the stem may be pulled out to withdraw stop 54 against the action of spring 56, thereby permitting the switch member 47 to be pushed in further by means of spring 53 so that a second ring of insulation 49 will again separate the spring contacts 51 and 52. lVhen air pressure is again returned to the pipe 54. and cylinder 43, piston 45 will again be forced out against stops 50, and stop member 54 will again snap back into its original position to limitthe inward moven'ientof the switch member 47. i i

The switch N is an ordinary double knife switch, by means of which the entire control system is rendered operative or inoperative, as desired.

The circuit breaker 0 consists of a casing 57 at the end of a pipe 58 which communicates with the steam train line pipe A, the

outer end of the casing being closed by aflexible diaphragm 59 provided with a stem 60 carrying a contact plate 61. When steam pressure is present in the supply pipe A and hence in pipe 58an-d casing 57, the diaphragm 59 will be pushed out to hold contact plate 61 against a pair offixed contacts 62 and 63. When steam pressure is absent, contact plate 61 will be withdrawn to break the circuit at this point. i

The general operation of this system is as follows: We will first assume the conditions shown in the drawing, when the car is stand- 7 ing in a railway yard with its train pipe connected to a source of supply of steam, so that steam pressure ispresent in the steam supply pipe A, and in the circuit breaker O.

However, the super-atmospheric air pressure is absent from. the pipe 44 and piston 43, since the air signal line is broken. It is now desirable to keep the car heated, but only to a comparatively low temperature, (for example, 50 degrees Fahrenheit). and the low ature, and the valve 1) is opened so that steam is passingfrom the supply pipe A to the radiators B and C. Current flows from the battery P through wire 64, contact plate 61, wire 65, blade 66 of switch N, wire 67, binding post 68, resistance 69, binding post 70, wire 71, coil 28 of relay J, wirey72, bind ing post 73, wire 74, blade of switch N,

wire 76,1)ack to the battery. This will be called Circuit No. 1.

Sincesolenoid J is now energized, the contact plate 30 will be held up in engagement with the fixed contacts 31 and 32. Steam is now being supplied to the radiators and the temperature of the car will gradually iriseuntil the mercury column 36 of thermostat K engages the fixed contact 38. At this time another circuit will be completed, as

' follows:

Circuit No. 2.Circuit No. 1 as far as binding post 70, wire 77, wire 35, mercury column 36, contact 38, wire 39, spring contact 51, contact ring 48, spring contact 52, wire 78, binding post 79, wire 80, binding post 81, and wire 82 tobinding post 7 3, and thence over Circuit No. 1 back to the bath-my. It will be seen that this circuit forms a shunt between binding posts 70 and 73 across the coil 28 of relay J, so that the relay will be deenergized and the contact plate 30 will fall so as to connect the other pair of fixed contacts 33 and 34. This will complete one of the valve operating circuits as follows:

Circuit No. 3.-Circuit No. 1 to binding post68, wire 83 to the movable contact plate 25 of limit switch H, fixed contact 23, wire 84, heating coil 22 of motor F, wire 85, contact 33, contact plate 30, contact 34, wire 86 to binding post 81, and thence over Circuit No. 2 back to the battery.

The heat given out by coil 22 will now expand the fluid in the diaphragm of motor F so that this diaphragm will expand and push the valve operating lever 9 over to its opposite position so as to closethe valve D. This swin ing movement of valve lever 9 will cause the opposite end of the down out of engagement with the fixed (2on tact 38, thus breaking Circuit No. 2 at this point. Circuit No.1 w ll now be again effective to energize the relay J and move the temperature thermostat K is in control of the system. As here shown, the temperature has fallen slightly below the "desired tempercontact plate 30 up into engagement with the fixed contacts 31 and 32. The other valve operating circuit will .now, be completed, as follows:

Circa/it 1V0. 4.--Circuit No. 3 as far as movable contact 25 of limit switch H, com

valve D will remain open;

tact plate24 -wire 87,.heatingcoil 22ofimoe tor wire 88, contact 31, contactplateBQi contact 32, wire 86, and thence over Circuit.

No. 3 back to the-battery'Pc The expandible diapl'iragn-i of motor I!) will now be heated and will move the'valve lever 9 back to the position; shown in the drawings with valve 1) open. 'llmcompletion of this movement will shift the movable contact. Of Llllnitr switch H off from the fixedcontact 24s and break Circuit No. 4 atv this point.., The parts are now in the positions illustrated in the drawing, and the operations hei'einabove ,de-' scribed will be repeated at intervals'so as tomaintain thecar temperature approxi-' mately at 50% Fahrenheit, or the tempera.

ture for which thermostat K lSfdCljllSllQtlr.

When the car is connected in service'asa unit of. a train; the presence of super-atinospheric air pressure in the pipe 44: and cylinder e3 will move out the switch member 47-.

so that the ring oi? insulation-4:9 is positioned between the. spring: contacts 51 and 52 or" selector M. through thermostat K andrendersame inoperative, so that when the car teii'ipe'iiatuie rises to 50 Fahrenheit and mercury column '36v engages fixedcontact 38-,neithei: of. the

circuits 2 or 3 will be coiiipletechaiid. the

will contiiiue until aihigher.temperature, for

example70 Fahrenheitis reached, at which time the mercury column 37 of. higlr tem perature:thermostat L will engage the fixed contact 40, thus-completing another'circuitas follows:

Circuit N 0. 5.-GllCU1t Not 2 through wire 35, mercury column"37,hxed contact 40, wire 41 to binding post 79, and thence-over Circuit N0. 2 back to-theibattery. This will operate thesameasGircuit No. 2: to. deenergize therelay J, and thuscompleteCircuit No. and close the valve 1). The succeeding operations will .be' the same as alreadydescribed, with the exception that Circuit No. is effective instead of Circuit No. 2.

The car temperature willi be maintained at? aijiproxin'iately 70"Fahrenheit, or the tem perature for which high temperature thermostat L is ad 'ustedi i It will benoted that the resistance 69* isv always present in circuits 1, 2 and 5 so as to cut-down the current flowing through thermostats K and L. and relay J,.but' this resistance is not. present in the motor circuits 3 and 4 so that a. strongercurrent is p mitted to flow through theh'eatiiini coils However, as soon as one of the motor movements is C(JlllIJlGt'GCllllQSG strong motor currents will immediately be bi'okerrby the The only currents which" limitswitch H. 11611'01m21lly flowing arethe relatively light currents through either one oh the thermo statswnr through'the relay J.

Itlwill be noted that while the high. tem

in tl dlll SlllCe the breaking of the air signal.

This will break the circuit.

This condition.

perature thermostat L is in. control. when thecar is in service, the low temperature thermostat- K will. be automatically made. effective when the'car is disconnected from,

line will cause the switch member 4'1 of) $7" lector M- to i move into-the position shown: in the drawing againnestablisliing the circuit: through lo'w' temperature thermostat, K. Whenever the steam supply is interrupted, the circuit breaker 0 will automatically break the electric controlcircuitsby moving the contact plate 61 away from the fixedcontact-s (32. and 63. Also, the controlcircuitsj can be manually interrupted at anytime by opening the master switch N. y

Although for. convenience in illustration' a battery P has here been indicated as the source of electric energy, any other suitable sonrceof power' might be used, and it will be evident that. this control mechanism will be equally effectiveit' alternating current is 1 used instead of direct current. In snchcase,

shorter, and the groupi-ngof tfl'ieyalve. D,] 100 motors E and F, and limitfswitclr Hi will be muchmore compact than in the foam il liuiti'ated in the drawings Theheating 8139-- ments 22am inerely'illustrated diagrams inatically and maybe associated with the 105 expansible diaphragmssin: any manner whiohfi wi l l pro vi de 1 the most .effieient (heating: effect.

It'tor any reason it desired to heat the 1 car tothehigher. temperature whilethe c'ar;

is in the yards, this-may? be done by withino drawing the stop 54, as already explained, which Willi place: the high temperature ther- IHOStZLlB L in contiiol o'l'the-system. The-re- ,tiirn oi: air-pressure tothe: cylinder 43, when p the caris again iii'sei ioe, willpiish out the piston and valve-member 47,130tll81i stop- B- i will automatically return to its operative position as shown invthe drawings; Iclaimz M i 1. In a CHBlIEFlClDgSYStI-Bm, the combinae- 1 tion with a valve-operatingarm, and: afconti-ol system therefoiflcomprismg two alterii at-ively: energized electric circuits, of. a: pair of (JPPOSQdlHIOtOI'Sf fon moving'the arm'and.

each motor being adapted to'movethe arm. 1%

in one'direction only, a motor beingt'posi tioncd at each side of the arm; each: motor comprising amember which iEI IDOVYGd into: or outof contact with the arm in res use.

to temperature changes, and an electric eat er :for the member, the heater being included in one of the circuits.

2. In a car heating system, the combination with a valve-operating arm, and a control system therefor comprising two alternatively energized electric circuits, of a pair of opposed motors for moving the arm, a motor being positioned at each side of the arm, each motor comprising a, member which expands when heated to move the arm to aposition where .it remains when the member contracts. and a resistance member in one of the circuits for heating the member.

3. In a car heating system, the combination with a valve-operating arm, and a control system therefor comprising two alternatively energized electric circuits, of a pair of opposed motors for moving the arm, a motor being positioned at each side of the arm, each motor comprising a diaphragm which expands when heated to move the arm to a position where it remains when the diaphragm contracts, and an electric heating element associated with the diaphragm and included in one of the electric circuits.

4. In a car heating system, the combination with a valve-operating arm, and a control system therefor comprising an intermit tently energized electric circuit, and a motor for moving the arm comprising a hollow bellows diaphragm filled with an expansible fluid and having one end fixed and the other movable when the diaphragm is heated to push the arm to a position where it remains when the diaphragm contracts, and an else tric heating element associated with thediaphra-gin, and included in one of the electric circuits.

5. In a car heating system, the combination with a valve-operating arm and acontrol system therefor comprising two alternatively energized electric circuits, of a pair of opposed motors for moving the arm, each motor comprising heating element included in one of the circuits, and a normally contracted eXpansible diaphragm, the diaphragm expanding when heated so as to en gage and move the arm, and automatically contracting again when permitted to cool, thus moving out of engagement with the arm, and a limit-switch for breaking the heating circuit for each motor as soon as its expanding movement has been completed.

6. In a car heating system, the combination with a valve-operating arm and a control system therefor comprising two alternatively energized electric circuits, of a pair of opposed motors tormoving the arm, each motor comprising a heating element included in one of the circuits, and a normally contracted expansible diaphragm, the diaphragm. expanding when heated so as to engage and move the arm, and automatically contracting again when permitted to cool, thus moving out oi engagement with the arm, and a limit-switch for breaking the heating circuit for each motor as soon as its expending movement has been completed, said switch comprising a pair of fixed contacts and a movable contact operated by the arm.

PAUL B. PARKS.

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