US1729519A - Regulating apparatus for car-heating systems - Google Patents

Description

Sept. 24, 1929. P. B. PARKS ET AL REGULATING APPARATUS FOR CAR HEATING SYSTEMS Original Filed Aug. 14, 1925 3 Sheets-Sheet u/ B. ar-A's Sept. 24, 1929. P. B. PARKS ET AL 1,729,519

REGULATING APPARATUS FOR CAR HEATING SYSTEMS Original Filed Aug. 14, 1925 3 Sheets-Sheet 2 9195 5; f9 7 8f 12:3 ,2 1 V 3 5 W d0 k 0 1 F 2/ f AMMlllll I IIIII v1 10 7 Imfenfoi s l au par/( [Jana/4 W/V/fler 2 MAW Sept. 24, 1929 P. B. PARKS ET AL REGULATING APPARATUS FOR CAR HEATING SYSTEMS 5 Sheets-Sheet Original Filed Aug. 14, 1925 Patented Sept. 24, 1929 UNITED STATES PATENT OFFICE EAUL B. PARKS, 01? OAK PARK, AND DONALD W. MILLER, OF CHICAGO, ILLINOIS, ASSIGNORS TO VAPOR CAR HEATING COMPANY, INC., OF CHICAGO, ILLINOIS, A

CORPORATION OF NEW YORK REGULATING APPARATUS FOR CAR-HEATING SYSTEMS Application filed August 14, 1925, Serial No. 50,342. Renewed September 29, 1927.

This invention relates to a regulating apparatus for a car heating system, and more particularly to a system capable of maintaining the several separate compartments of a railway car at temperatures desirable or necessary under a variety of different conditions.

Ordinarily it is desirable that each entire compartment when in service may be maintained at a relatively high temperature, or at one of a plurality of selected temperatures, and it is desirable that the temperature of each compartment may be separately regulated as desired. However, when the car is out of service, as when cut oil from the locomotive and supplied with heating medium from a yard or terminal steam line, a relatively low temperature in all of the compartments is suflicient. This temperature need only be high enough to prevent freezing of the pipes, or other damage to the car structure, and a considerable saving of fuel is thus accomplished as the car is apt to be out of service a large proportion of the time. It is also desirable to provide means whereby the control system for each compartment can be thrown out of operation entirely, to permit the individual manual operation of the radiator valves, in view of possible failure of the automatic system to properly function under extreme or unusual conditions. However, if the car were sent to the ards, or otherwise left. out of service when t is control system were thus disabled, the car might be overheated or deprived of heat entirely according to the ositions in which the radiator valves were leii by the train crew.

The present invention provides apparatus where-by the heatin system is automatically placed under the ow temperature control when the ear is out of service, regardless of the position of the master cut-out means, or

the manual temperature selector in each compartment.

One object of this invention is to provlde means whereby the apparatus for automatically maintaining the temperature of the compartment at any one of a plurality of selected temperatures can be entirely thrown out of operation when the car is in service, without affecting the automatic means for maintaining the compartment at the relatively low temperature necessary to prevent injury to the car structure when the car is out of service.

Another object is to provide means in such a system whereby the car compartment can be maintained at a higher selected temperature when the car is out of service, even though the system has been rendered inoperative while the car was in service.

Another object is to provide a heating system for a plurality of separate compartments in a rallway car, whereby the tem erature of each compartment is individual y controllable when the car is in service, but all of the compartments are automatically maintained at the selected low temperature when the car is out of service.

Another object is to provide such a system wherein the automatic control system in any one or more of the compartments may be rendered entirely inoperative while the eerie in service, such means being inefiective to prevent the automatic operation of the low temperature regulating mechanism when the car is out of service.

Another object is to rovide such a system wherein the automatic ow temperature regulating means may be rendered temporarily moperative so as to permit the compartment to be maintained at a higher selected temperature when the car is out of service.

Numerous other objects and advantages of this invention will be apparent from the following detailed description of one approved form of the apparatus.

In the accompanying drawings:

Fig. 1 is a diagrammatic representation of the control system as applied to the steam g heating systems for two adjacent compartments of a railway car.

Figs. 2 and 3 are similar views of a portion of the control system for one of the compartments, under different operating conditions.

Fig. 4 is a diagrammatic view illustrating the installation of the heating system and its regulating means on a railwa car.

Referring first to Fig. 4, is a railway car (shown partly broken away) divided into 1 0 a series of separate compartments, two of which are indicated at N and O. The car is supported on and movable along the tracks P. Car M is here shown as connected in service as a unit of a train, it being the last car in the train and coupled to a preceding car, or the locomotive, indicated at Q. On each car is a steam supply pipe R, having coupling connections R and R at the respective car ends, whereby the several supply pipes R on the different cars may be connected together in series, to form a continuous steam supply pipe extending from the locomotive throughout the length of the train. Similarly the air signal line pipe S, and the air brake line pipe T, having connections S, S,

and T, T" at their respective ends, are mounted on each car. Valves are provided at the end of each train pipe whereby the unconnected ends at the rear end of the train can be closed to maintain the pressure.

When a car is disconnected from a train, the air lines S and T are left open and the air pressure in each is dissipated. At such times, inorder to supply steam to steam line pipe R, whereby the compartments in the car may be heated, one end coupling such as R may be connected with a similar coupling U, leading from a steam supply pipe U in the train yards.

Each compartment in the car is provided with radiators, such as V and V, to which steam is supplied through control valve A, from a pipe 4 leading from supply pipe R, as hereinafter described in detail. The return steam flows back through pipe 8, to the vapor-regulator W. Each compartment has a separate electrical control system for the valve A, indicated diagrammatically at X. At some convenient location on the car is mounted a selector switch K, which is subject to the pressure changes in one of the air train lines. It is here shown as operated from the air signal line S, but could be similarly operated from the brake line T. The switch K, or its equivalent, could be controlled from or connected with any power or 1 signal line on the car, whether fluid pressure,

electrical, or mechanical, it only being necessary that this line change its condition or position when the car is detached from the train or taken out of service. Furthermore, electricity or other source of power might be used in lieu of steam for heating purposes, without necessitating any material changes in the control system hereinafter described.

Referring now also to Fig. 1, two separate units are illustrated more in detail for controlling two of the separate compartments of the railway car such as N and Q already referred to. It is to be understood that any desired number of compartments may be similarly heated and controlled, and that the installation in each compartment will be a duplication of that here shown in either of the compartments N or O. In each compartment, there is provided a radiator valve A for controlling the flow of steam from the steam train line to the radiator in that compartment. B and C are electric motors for controlling the position of valve A. D is a limit switch for cutting off the flow of electric current to the respective motors B and C after each has performed its function. E is a relay for selectively directing the flow of electric current to the operating motors B or C. F is a system of thermostats whereby the automatic regulation of the compartment temperature at different selected temperatures is accomplished. G is a manually operable switch whereby the occupant of the compartment may select the desired temperature to be maintained therein. H is a relay forming a portion of the mechanism for automatically maintaining the compartment at the low temperature when the car is out of service. I is the master switch for throwing the entire regulating system into or out of operation as desired. J is a thermally operated safety switch adapted, under abnormal conditions, to break the circuit to the operating devices and prevent injury thereto through overheating. All of the above mentioned devices are duplicated in each separate compartment and form the principal elements of the temperature control system for that compartment. K is the selector switch subject to pressure changes in one of the air train lines of the car, for determining the temperature regulation according to whether the car is in or out of service. This selector K operates particularly in conjunction with the relay H previously referred to. L is an automatic switch, operated from the selector K, for rendering ineffective the master switch I under certain conditions, as hereinafter described. The devices K and L are mounted-at some convenient position on the car and control the several individual regw lating systems for the several separate compartments. Some of these separate devices A to L inclusive will now be described somewhat more in detail, after which the wiring of the system, and its operations under different conditions, will be described.

The valve A comprises a casing 1, in which is a rotatable valve part controlled by the rock shaft 2, on which is secured the operating lever 3. With the valve in the position shown in unit 1 of. Fig. 1, steam will flow in through pipe 4 from the steam supply line and thence to the radiator through inlet pipe 5. The steam will return from the different coils of the radiator through the return pipes 6 and 7 thence through passages in the valve to the pipe 8 through which it passes to the vapor regulator W. When the valve is in the position illustrated in unit 2 of Fig. 1. the steam passes directl from pipe 4 to pipe b and does not traverse the radiator. All of the above is more clearly shown and described in several prior patents, for example the patent to Russell 1,440,701, granted January 2, 1923.

Each of the motors B and C is here shown as a solenoid, the cores 9 and 10 of which are connected by a rod 11 having a central pivotal connection at 12 with one arm of the valve operating lever 3. When solenoid C is energized its core 10 will be drawn therein and will throw the valve to the on position shown in unit No. 1, and when motor B is energized the movement of its core 9 will throw the valve to the otf position illustrated in unit No. 2 Limit switch D is illustrated as a slide rod or bar 13 shiftable back and forth by an upward extension 14 on the lever 3. This bar 13 carries a pair of contact members 15 and 16, and a pair of insulating members 17 and 18. A pair of spring contacts 19 and 20 bear alternatively on the contact member 15 or insulating member 17, and a corresponding pair of spring contacts 21 and 22 bear alternatively on the contact member 16 or insulating member 18. This limit switch is adapted to cut off the supply of current to either of the operating solenoids B or C after that solenoid has functioned to move the valve A. The relay E comprises a coil 23 in which is a core 24 carrying a contact plate 25 at its lower end. When the solenoid 23 is energized the core 24 will be drawn up and the contact plate 25 will bridge a pair of contacts 26 and 27 so as to complete a circuit leading to the motor C. When solenoid coil 23 is de-energized the contact plate 25 will drop down upon a pair of contacts 28 and 29 and complete a circuit leading to the operating motor B.

The thermostatic control system F comprises three (or more) separate similar thermostats, preferably of the mercurial type. The high temperature thermostat is indicated at 30, the intermediate temperature thermostat at 31, and the low temperature thermostat at 32. One lead 33 of the electric control system is always in contact with the mercury columns of all three of these then mostats. At a certain selected temperature, for example, 71 degrees Fahrenheit, the mercury column 34 of high temperature thermo stat 30, will encounter a contact member 35 in the upper portion of the mercury tube and complete a circuit through this thermostat. At a somewhat lower temperature, fonexample, 69 degrees Fahrenheit, the mercury column 36 of intermediate thermostat 31, will engage the contact member 37 and complete a circuit through this thermostat. Similarly, the mercury column 38 of low temperature thermostat 32 will engage the contact member 39 to complete a circuit through this thermostat at a much lower temperature, for example 50 degrees Fahrenheit.

The manually operable selector switch G comprises an arm 40 pivoted at 41 in some convenient position in the ear, whereby its free end may be shifted by the occupant of the car compartment to any one of the positions 42, 43 or' 44 for determining which of the thermostats 30, 31 and 32, respectively, will be in control of the heat regulating system. The relay H com rises a solenoid coil 45, which when energized, will draw up the armature 46 and complete a circuit through contacts 47 and 48, whereby the low temperature thermostat 32 be placed in control of the heating system.

The master switch I will ordinarily be placed at some position accessible only to a member of the train crew. When the car is in service, if the arm 49 of this switch is swung onto the contact 50, the automatic control system will be operative, but if arm 49 is swung over onto contact 51 the entire automatic control system in that compartment will be thrown out of operation. This condition is illustrated in unit No. 2 of Fig. 1.

The safety switch J comprises a bimetallic bar 52, surrounded by a heating coil 53, one terminal of which is connected by wire 54 with a contact 55 normally in engagement with a spring contact 56. A latch 57 at the free end of the bimetallic bar, normally holds a plunger 58 in engagement with the spring contact 56. thus holding this spring contact against the fixed contact 55. Prolonged pas sage of current, or the passage of an unusually heavy current, through the coil 53, will cause the bimetallic bar 52 to warp and withdraw the latch 57 from engagement with plunger 58. whereupon the spring contact 56 will move away from the fixed contact 55 thus breaking the circuit through the device. This circuit breaker only operates under abnormal conditions, and need not be further considered in connection with the operation of the presout control systems. This thermally operated switch or circuit breaker is described more in detail and claimed in the copending application of Parks and Van Vulpen, Serial No. 633.405. filed April 20, 1923, now Patent No. 1,566,918, granted December 22, 1925.

The automatic selector K comprises :1 cylindcr 59 connected by pipe 60 with one of the air train pipe-lines. for example the pipe. line of the air signal system. lVhen the car is in service, and air pressure is present in this pipe line, the piston 61 in cylinder 59 will be elevated, raising the piston rod 62 to the position illustrated in Fig. 1. A centrally pivoted lever 63 is engaged at one end by piston rod 62, and carries at the other end a contact member 64, adapted in one position to bridge a pair of spring contacts 65 and 66. lVhen the car is in service and air pressure is present in the pipe 60, the contact 6-1 will be. lowered to the position shown in Fig. 1, and the CllClllL will be broken through contacts 65 and 66. llhen the car is out of service.

and the air train pipes are disconnected, the fluid pressure incylinder 59 will be dissipated and the spring 67 will elevate the contact-carrying arm of lever 63 to the position shown in Fig. 2, whereby the circuit is completed through contacts 65, 64 and 66. If, when the car is out of service, it is desired to break the circuit through contacts 65 and 66 (for reasons hereinafter described), the contact 64 may be elevated, by means of the pull rod 68 to the position shown in Fig. 3. If the contact 64 is left in either of the positions shown in Figs. 2 or 3, a return of fluid pressure to the pipe 60 and cylinder 59 will cause the contact 64 to be returned to the lower position illustrated in Fig. 1. This type of switch or selector is described and 'shown more in detail, and claimed, in the copending application of Parks and Van Vulpen, Serial No. 623,608 filed March 8, 1923, now Patent No. 1,620,127, granted March 8, 1927.

The switch or contact breaker L, which is an important unit of the present invention, comprises a contact plate 69 which, when in lowered position, closes a circuit across the fixed contact members 70 and 71. This position of the switch L is shown in Figs. 2 and 3. However, when selector K is in the position which it assumes when the car is in ser vice, as shown in Fig. 1, the raised end of lever 63 will engage the plunger 72 and elevate the contact plate 69 so as to break the circuit through fixed contacts 7 O and 71. This is the normal position of switch L when the car is in service.

The wires 73 and 74, which form extensions of the positive and negative leads from the source of power extend through each of the several compartments in the car. A second pair of wires 75 and 76 also lead through each of the car compartments. Vire 75 connects at one end with the spring contact 65 of selector K. \Vire 76 connects at one end with the fixed contact 71 of switch L. Spring contact 66 is connected through wire 77, junction 78, and wire 79, with the other fixed contact 70 of switch L. A wire connects the junction 78 with the negative main 74.

We will now describe the operation of one of the individual car compartment controlling systems, referring first to the unit No. 1 when the car is in service, as illustrated in Fig. 1. As there shown, master switch I is in on position so that the automatic control system may function. Manual control switch G has been placed at position 42 so that the high temperature theremostat 30 is in control of the system and the car compartment temperature will be maintained at the normal temperature of occupancy, for example, 71 degrees. As shown, the temperature is slightly below normal, and the valve A has been moved to supply heating medium to the radiator. A circuit is now established through relay E, as follows: Circuit No. 1. From positive main 73 through wire 81, circuit breaker J, fuse 82, wire 83, binding post 84, wire 85, binding post 86, wire 87, resistance 88, wire 89, binding post 90, wire 91, solenoid coil 23, wire'92, binding post 93, wire 94, binding post 95, resistance '96, wire 97, binding post 98, wire 99, fuse 100, arm 49 of master switch I, contact 50 and wire 101 to the negative main 74.

At this time the contact plate 25 will be raised so as to complete a circuit through contacts 26 and 27, leading to the solenoid C. However, this circuit is not complete at this time, since the spring contacts 21 and 22 of limit switch D are in engagement with the insulating member 18.

\Vhcn the temperature of the compartment has reached the desired point, say 71 degrees Fahrenheit, the mercury column 34 of thermostat 30 will contact with the upper contact member 35. A circuit is now completed through this thermostat, as follows:

lircuit No. 2. Circuit No. 1 to binding post 90, wire 33, mercury column 34, contact 35, wire 102 to binding post 93, and thence over circuit No. 1 to the negative main. It will be noted that this circuit forms a shunt around the'coil of relay E, through the thermostat, so that the solenoid 23 will be deenergized and will no longer support the contact plate 25 which will drop down across the contacts 28 and 29. A circuit is now es tablished through valve operating motor B, as follows: Circuit No. 3. From the positive main 73 through circuit No. 1 to binding post 86, wire 103, binding post 104, wire 105, spring contact 19, contact 15, spring contact 20, wire 106, solenoid coil of motor B, wire 107, contact 29, contact plate 25, contact 28, wire 108 to binding post 98, and thence over circuit No. 1 to the negative main. Solenoid B will now be energized and will throw the valve lever 3 over to the position shown in unit No. 2 of Fig. 1, thus closing the valve and shutting off the flow of steam to the radiator. As the movement of valve operating lever 3 is completed, its upper end 14 will move over the limit switch D so as to bring the insulating member 17 between the spring contacts 19 and 20 and thus break circuit No. 3 and once more deenergize the solenoid B.

\Vhen the temperature of the compartment has fallen below the desired normal condition, mercury column 34 of thermostat 30 will move down out of contact with contact member 35 and break circuit No. 2, so that circuit. No. 1 is again operative to energize the relay solenoid E, and raise the contact plate 25 into engagement with the contacts 26 and 27. A circuit is now completed through the operating motor C, as follows: Circuit No. 4. From the positive main through circuit No. 3 to binding post 104, wire 109, spring contact 21, contact 16, spring contact 22, wire 110,

coil of solenoid C, wire 111, contact 27, contact plate 25, contact 26, and thence over circuit N0. 3 to the negative main. Solenoid C will now be energized to throw the valve from the closed position shown in unit No. 2 to the open position shown in unit No. 1. At the completion of this movement, insulating member 18 is again moved between the spring contacts 21 and 22 to break circuit No. 4. Steam is now again allowed to flow to the radiator, and will continue to flow until the temperature is once more at the desired normal, when thermostat 30 will again complete circuit No. 2 and the cycle of operations previously described will be repeated.

it, due to weather conditions, or the desire of the occupants of the compartment, a lower temperature is desired, manually operated selector switch G will be manipulated so that contact arm is swung over onto contact 43. A circuit will now be completed through the intermediate temperature thermostat 31 as follows: Circuit No. 5. Over circuit No. 2 to binding post 90, wire 33, mercury column 36, contact 37, wire 112, contact 43, arm 40, contact 41, wire 113 to wire 102 and thence over circuit No. 2 to the negative main. lhis circuit will deenergize the relay solenoid E in the same manner that the high temperature thermostat 3O operated, and circuit No. 3 will be com leted to close the valve A. The operation 0 the valve to open and closed positions will be the same as previously described except that the temperature will not be allowed to rise above the pointtor which intermediate thermostat 31 is set. Similarly, if for any reason the occupants of the car should desire to have the temperature maintained at the lowest temperature permitted, say degrees Fahrenheit, the lever 40 of selector switch G is moved over onto the contact 44. A circuit is now established through the low temperature thermostat 32, as follows: Circuit No. 6. Circuit No. 2, through wire 33, mercury column 38 of thermostat 32, contact 39, wire 114, contact 44, arm 40 and thence over circuit No. 5 to the negative main.

The circuit thus established will deenergize the relay solenoid E and the steam will be shut 05 until the temperature has fallen below the point for which the low temperature thermostat 32 is set. After this the temperature of the compartment will be regulated by this low temperature thermostat 1n the same manner as described for the high and intermediate temperatures.

All of the above is under normal operating conditions, with the car in service, so that air pressure is present in the pipe 60. If for any reason, while the car is in service, the train crew should desire to throw the automatic control system entirely out of operation, the master switch I is moved over onto the contact- 51, as illustrated in unit No. 2

of Fig. 1. It will be noted that all of the circuits heretofore described pass throu h switch arm 49, contact 50, and wire 101 to t e negativemain. Moving the switch arm 49 over onto contact 51 will break all of these circuits, so that the automatic control system is entirely inoperative. It will be noted that another circuit is now partially completed from master switch I through wire 115 to wire 7 6, but this wire 7 6 is dead since the circuit breaker L is opened, as shown in Fig. 1, with the car in service.

Assumenow that unit No. 1 (Fig. 1) is left with the master switch I and manual control switch G in the positions there shown, so that high temperature thermostat 30 will be in control of the system, and the car is taken out of service and the heating system connected up with a yard pipe line. At such a time the air pipe connections will be broken and the fluid pressure in cylinder 59 will be dissipated. Selector switch K will now assume the position illustrated in Fig. 2, with the contact member 64 bridging the spring contacts 65 and 66. A circuit is now completed through the low temperature relay H, as follows: Circuit No. 7. From the positive main over wire 81, switch J, fuse 82, wire 83, wire 116, the coil of solenoid H, wire 117, wire 7 5, spring contact 65, contact member 64, spring contact 66, wire 77, and wire 80 to the negative main.

The energization of solenoid H will draw up the armature 46, bringing contact 47 against contact 48 and completing a new circuit through the low temperature thermostat 32 as follows: Circuit No. 8. (See Fig. 2.) From the positive main over circuit N0. 6 to contact 44 of selector G, wire 118, contact 48, contact 47, armature 46, wire 119, to binding post 95, and thence over circuit No. 6 to the negative main. This will put low temperature thermostat 32 in control of the system and the automatic manipulation of valve A will be the same as heretofore described. It does not matter if manual selector switch G has been left in such position as to normally cause either the high or intermediate thermostats 30 or 31 to be in control. Since the low temperature thermostat 32 is now able to close a shunt circuit around the relay E, the temperature will never be permitted to rise high enough to close circuits through either the high or intermediate temperature thermostats. When the car is again put in service, the air pressure in pipe 60 will again break circuit No. T, at the selector switch K, thus deenergizing the relay H, and restoring the control of the automatic regulation to the high or intermediate temperature thermostats according to the position of manual selector switch G.

Now let it be assumed that the master switch I has been moved over to the position shown in unit No. 2 of .F 1, or as shown in dotted lines in Fig. 2, so as to throw the automatic control system entirely out of operation when the car is in service, and that the car is subsequently taken out of service so that selector switch K assumes the position indicated in Fig. 2. A new partial return circuit, for completing any of the circuits heretofore de scribed, which were broken by the movement of master switch ll from contact 50 to contact 51, is now completed, as follows: Circuit No. 9. From the positive main over any of the circuits heretofore described to switch arm 49, contact 51, wire 115, wire 76, contact 71, contact plate 69, contact 70, wire 79, and wire 80 to the negative main. It will be seen that in efiect the automatic circuit closer L completes a shunt circuit about the master switch I, so that the automatic control circuits may be operative even though the switch I is in cut-oil position. Therefore, no matter what the osition of manual selector switch G may be, t e low temperature thermostat 32 will be automatically put in control of the system to keep the car when out of service at the necessary minimum temperature, despite the fact that the car may have been left with master switch I in off position when the car was in service.

As hereinabove stated, it is sometimes desirable when the car is out of service, and selector switch K is in the position illustrated in Fig. 2, to heat the car to a higher temperature, as for examp e just before the caris to be put into service, but before it is coupled up with the train. At such times, the pull rod 68 may be elevated to the, osition shown in Fig. 3, thereby again bre mg the circuit through contacts 65 and 66. TlllS will break circuit No. 7, and deenergize the low temperature relay H. This stops the automatic control of the system by the low temperature thermostat 32, and permits the system to be controlled by either the high or intermediate temperature thermostats according to the position in which manual selector switch G is" placed. For example, as shown in Fig. 3, the system will be in control of thehigh temperature thermostat 30. It will be noted that this operation may be accomplished with the car out of service, even though the master switch I is in off pos1tion, because automatic switch L will still remain closed when the selector switch K is moved to the position indicated in Fig. 3 by pulling up on pull-rod 681 To recapitulate, it will thus be seen that with this improved control system the following diflerent' operations are possible: (1) When the car is in service, each com artment thereof may be automatically and individually maintained at any one of a plurality of different temperatures, by'suitably manipulating a switch accessible to the compartment occupants. Although only three different temperatures are here provided for, obviously ween e any desired number could be provided for by adding additional thermostats in the same manner as those here illustrated. (2) The automatic control system for any one of the compartments may be thrown entirely out of operation, when the car is in service, without a 'ecting the operations in any other compartment. (3) When the car is out of service, the low temperature control system will be automatically thrown into operation in all of the several compartments, regardless of the position of the manual selector switches or of the master switches in each of the difierent compartments. (4) When the car is out of service, the high temperature controls may be returned to service by manual manipulation of the selector switch K, and this is true even though the master switches I may be in cut-ofi position in some of the compartments.

We claim:

1. In combination with a car heating system, an electrically operated mechanism for controlling said system whereby-any one of a plurality of selected temperatures may be maintained, a manually operable selector switch for setting the mechanism to maintain any one of these temperatures, and air train line, a selective device actuated by pressure changes in the air train line for automatically maintaining the car at a predetermined temperature under certain conditions regardless of the adjustment of the manual selector, a master switch for throwing the electrically operated temperature controlling mechanism into or out of operation, and a switch automatically controlled from the air train line for rendering the master switch ineffective.

2. In combination with a car heating system, an electrically operated mechanism for controlling said system whereby any one of a plurality of selected temperatures may be maintained, a manually operable selector switch for setting the mechanism to maintain any one of these temperatures, an air tr.-.in line, a selective device actuated by pressure changes in the air train line for automatically maintaining the car at a predetermined temperature under certain conditions regardless of the adjustment of the manual selector, a master switch for throwing the electrically operated temperature controllin mechanism into or out of operation, a switc 1 for rendering the master switch ineffective and means operated from the pressure operated selective device for automatically opening and closing this latter switch.

3. In combination with a car heating system, an electrically operated mechanism for controlling said system whereby any one of a plurality of selectedtemperatures may be maintained, a manually operable selector switch for setting the mechanism to maintain any one of these temperatures, an air train line, a selective device actuated by pressure changes in the air train line for automatically maintaining the car at a predetermined low temperature in the absence of air pressure in the train line, a master switch for throwing the electrical control system into or out of operation, and a pressure operated switch which is open when air pressure is present in the train line and automatically closes when pressure is absent, for complet ng a shunt circuit about the master switch to render the master switch ineffective in the absence of air pressure in the train pipe.

4. The combination with a car heating sys tem including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of a manually operated selector for setting the regulating means to maintain any one of the temperatures and means for optionally rendering the regulating means effective or ineliective when the service pressure exists in the pipe without affecting the operativeness of the regulating means when the pressure is released.

5. The combination with a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of a manually operated selector for setting the regulating means to maintain any one of the temperatures, means for automatically setting the regulating means to maintainthe car at a predetermined temperature when the service pressure is absent from the pipe regardless of the position of the manual selector, and means for optionally rendering the regulating means operative or inoperative when the pipe contains air under service pressure, without affecting the automatic temperature regulation when the pressure is absent.

6. The combination with a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of a manually operated selector for setting the regulating means to maintain any one of the temperatures, means for automatically setting the regulating means to maintain the car at a predetermined temperature when the service pressure is absent from the pipe regardless of the position of the manual selector, means for manually rendering this latter means temporarily inoperative to enable any one of the selected temperatures to be maintained by the regulating means when the service pressure is absent, and means which, when used in conjunction with the last named means, can render the entire regulating means inoperative when the service pressure is in the pipe without affecting the operation of the regulating means in response 'to the manually operated selector when the pressure is absent.

7. The combination with a car heating system including electrically operated regulating mechanism for maintaining the car at any one of a plurality of selectedtemperatures and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of a manually operated switch for setting the mechanism to maintain anyone of the plurality of temperatures, a circuit breaker for rendering the regulating mechanism operative or inoperative at will when service pressure is in the pipe, an automatically operated switch shunted around said circuitbreaker, and pressure operated means for opening the switch when the service pressure is in the pipe, the switch closing autd mat-ically when the pressure is absent.

8. The combination with a car heating system including electrically operated regulating mechanism for maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of a manually operated switch for setting the system to maintain any one of the plurality of temperatures, a circuit breaker for rendering the regulating mechanism operative or inoperative at will when service pressure is in the pipe, and a pressure controlled switch controlled from the air pipe rendering said circuit breaker ineffective when service pres sure is absent from the pipe, so that the heating system is always subject to the control of the regulating mechanism when the car is out of service.

9. The combination with a car heating system including electrically operated regulating mechanism for maintaining the car at any one of a plurality of selected temperatures, and a. pipe on the car which contains air under pressure only when the car is con nccted in service as a unit of a train, of a manually operated selector switch for setting the system to maintain any one of the plurality of temperatures, an automatically operated selector switch for setting the regulating mechanism to maintain the car at a predetermined low temperature when service pressure is absent from the pipe regardless of the position of the manually operated sclector switch. and a circuit breaker for optionally rendering the entire regulating mechanism operative or inoperative when the service pressure exists in the pipe without a tecting the automatic low temperature regulation when the pressure in the pipe ceases to exist.

10. The combination with a car heating system including electrically operated regulating mechanism for maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of a manually operated selector switch for setting the system to maintain any one of the plurality of temperatures, an automatically operated selector switch for setting the regulating mechanism to maintain the car at a predetermined low temperature when service pressure is absent from the pipe regardless of the position of the manually operated selector switch, manually operable means for placing the manually operated selector switch in control of the heating system when the service pressure is absent whereby higher temperatures may be maintained at such times if desired, and a circuit breaker for optionally rendering the entire regulating system operative or inoperative when the service pressure is in the pipe, the adjustment of this circuit breaker having no effect on the system when the pressure is absent.

11. The combination with a car heating system for controlling the temperature of a plurality of separate compartments, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, the heating system comprising a separate control system for each compartment capable of maintaining the compartment at either a high or low selected temperature when the car is in service with service pressure in the pipe, of an automatic control means for setting the several control systems to maintain all of the compartments at the. low tem erature when the service pressure is absent rom the pipe.

12. The combination with a car heating system for controlling the temperatures of a plurality of separate compartments, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, the heating system comprising a separate control system for each compartment including a manually operable selector for setting the system to maintain the compartment temperature at any selected one of a plurality of temperatures when there is service pressure in the pipe, of an automatic control means for setting the several control systems to maintain all of the compartments at a predetermined temperature when the service pressure is absent regardless of the positions of the several manual selectors.

13. The combination with a car heating system for controlling the temperatures of a plurality of separate compartments, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, the heating system comprising a separate control system for each compartment capable of maintaining the compartment at either a high or low selected temperature when the car is in service with service pressure in the pipe, of master control means in each compartment for rendering that particular control system operative or inoperative as desired, and an automatic control means for setting the several control systems to maintain all of the compartments at the low temperature when the service pressure is absent from the pipe, regardless of the setting of the several master control means.

14. The combination with a car heating system for controlling the temperatures of a plurality of separate compartments, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, the heating system comprising a separate control system for each compartment including a manually operable selector for setting the system to maintain the compartment at any selected one of a plurality of temperatures when there is service pressure in the pipe, of master control means in each compartment for rendering that particular control system operative or inoperative as desired, and an automatic control means for setting the several control systems to maintain all of the compartments at a predetermined temperature when the service pressure is released regardless of the adjustment of the severalmanually operable selectors, or the several master control means.

15. The combination with a car heating system for controlling the temperatures of a plurality of separate compartments, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, the heating system comprising a separate control system for each compartment including a manually operable selector for setting the system to maintain the compartment at any selected one of a plurality of temperatures when there is service pressure in the pipe, of master control means in each compartment for rendering that particular control system operative or inoperative as desired, anautomatic control means for setting the several control systems to maintain all of the compartments at a predetermined temperature when the service pressure is released regardless of the adjustment of the several manually operable selectors, or of the several master control means and a manually operable means for setting the last mentioned automatic control means so that the manually operable selectors are operable to set the control systems to maintain the compartments at other temperatures in the absence of service pressure in the pipe.

16. In a car heating system for controlling the temperatures of a plurality of separate compartments, a separate control system for each compartment capable of maintaining that compartment at any selected one of a plurality of temperatures, and an automatic control means capable of setting the control systems to maintain all of the compartments at a predetermined temperature regardless of the selected temperatures for which the indiyidual control systems are set.

17. In a car heating system for controlling the temperatures of a plurality of separate compartments, a separate control system for each compartment including a manually operable selector for setting the control system to maintain that compartment at any selected one of a plurality of temperatures, master control means in each compartment for rendering that particular control system operative or inoperative as desired, and an automatic control means capable of setting the control systems to maintain all of the compartments at a predetermined temperature, regardless of the settings of the several manual selectors and master control means.

18. lhe combination with a railway car, and power supply lines thereon which are connected with train power sources when the car is connected in service r a unit of a train, of a car heating system including regulating means for maintaining the car at any one of a plurality of selected temperatures, and manually operated means for setting the regulating means to maintain any one of the temperatures or for making the regulating means entirely inefiective when the car is connected in service in a train, and automatic means including controlling connections with a power line on the car for rendering the re ulating means efiective when the car is out 0 service and the manually operated means is set to render the regulating means either effective or inefi'ective.

19. The combination with a railway car, and power supply lines thereon which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system including regulating means for maintaining the car at any one of a plurality of selected temperatures, and manually operated means for setting the regulating means to maintain any one of the temperatures or for making the regulating means entirely ineffective when the car is connected in service in a train, and automatic means including controlling connections with a power line on the car for setting the regulating means to maintain the car at a predetermined temperature when out of service regardless of the setting of the manually operated means.

20. The combination with a railway car, and power supply lines thereon which are connected with train power sources when the car is connected in service as a. unit of a train, ot a car heating system including regulating means for maintaining the car at any one of a plurality of selected temperatures, and

manually operated means for settingthe regulating means to maintain any one of the tem peratures or for making the regulating means entirely ineffective when the car is connected in service in a train, automatic means includ ing controlling connections with a power line on the car for setting the regulating means to maintain the car at a predetermined temperature when out of service regardless of the setting of the manually operated means, and manually operated means for rendering this automatic means ineiiective so that the temperature may be adjusted by the first manually operable means when the car is out of service.

21. The combination with a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pres-' sure only when the car is connected in service as a unit of a train, of manually operated means for setting the regulating means to maintain any one of the temperatures or for making the regulating means entirely inedective when the service pressure exists in the pipe, the latter setting not affecting the operativeness of the regu lating means when the pressure is released.

22. The combination with a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of manually operated means for setting the regulatingmeans to maintain any one of the temperatures or for making the regulating means entirely inefiective when the service pressure exists in the pipe, and means for automatically setting the regulating'means to maintain the car at a predetermined temperature when service pressure is absent from the pipe regardless er the setting of the manually operated means.

23. T he combination with a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures and a pipe on the car which contains air under pressure only when the car is connected in service as a unit or" a train, of manually operated means for setting the regulating means to maintain any one of the temperatures or for making the regulating means entirely inefiective when the service pressure exists in the pipe, means for automatically setting the regulating means to maintain the car at a predetermined temperature when service pressure is absent "from the pipe regardless of the setting of the manually operated means, and manually operable means t'or rendering the last mentioned means inefiective sc that the temperature may be set to maintain a selected temperature when the service pressure vis absento 24. The combiiiation with a car-heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of manually operated means for setting the regulating means to maintain any one of the temperamatically maintaining the car at any one of a plurality of selected temperatures, and a pipe on the car which contains air under pressure only when the car is connected in service as a unit of a train, of manually operated means for setting the regulating means to maintain any one of the temperatures or for making the regulating means entirely ineffective when the service pressure exists in the pipe, a pressure operatedselector for automatically setting the regulating means to maintain the car at a predetermined temperature when service pressure is absent from the pipe regardless of the setting of the manually operated means, and manually operated means for rendering the selector partially inefiective whereby the regulating means may be set to maintain a selected temperature when the service pressure is absent.

26. The combination with a railway car comprising a plurality of separate compartments, and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system for controlling the temperatures of the several compartments, a separate control system for each compartment including manually operable means for setting the system to maintain any one of a plurality of selected temperatures or for making the regulating means entirely ineffective when the car is connected in service in a train, and automatic means including controlling connections with a power line on the car for'rendering all of the compartment regulating means effective when the car is out of service, one or more of the compartment re ulating means may have been rendered ine ective by the manually operable means.

27. The combination with a railway car comprising a plurality of separate compartments, and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system for controlling the temperatures of the several compartments, a separate control system for each compartment including manually operable means for setting the system to maintain any one of a plurality of selected temperatures or for making the regulating means entirely ineffective when the car is connected in service in a train, and automatic means including controlling connections with a power line on the car for setting the control systems to maintain all compartments in the car at a predetermined temperature when the car is out of service regardless of the various settings of the separate manually operable means in each compartment.

28. The combination with a railway car comprising a plurality of separate compartments, and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system for controlling the temperatures of the several compartments, a separate control system for each .compartment including manually operable means for setting the system to maintain any one of a plurality of selected temperatures or for making the regulating means entirely ineffective when the car is connected in service in a train, and automatic means including controlling connections with a power line on the car for setting the control systems to maintain all compartments in the car at a predetermined temperature when the car is out of service regardless of the various settings of the separate manually operable means in each compartment, and manually operated means for rendering this automatic means ineffective so that the temperature maintained in any compartment may be selected by changing the setting of the first manually operable means when the car is out of service.

29. The combination with a railway car and power supply lines thereon which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, a manually operated selcctonfor determining the temperature to be maintained by the regulating means, and means including controlling connectionswith a power line on the car for rendering the regulating means operative or inoperative at will while the car is in service in a train, said means being in effective when the car is disconnected from the train.

30. The combination with a railway car and power supply lines thereon which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, a manually operated selector for determining the temperature to be maintained by the regulating means, means controlled from one of the power lines for automatically setting the regulating means to maintain the car at a predetermined temperature when the car is disconnected from a train regardless of the position of the manual selector, means for selectively rendering the regulating means operative or inoperative when the car is connected in service in a train, and means for automatically rendering this latter means ineffective when the car is out of service so that the automatic temperature regulating means is operative.

31. The combination with a railway car and power supply lines thereon which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, a manually operated selector for determining the temperature to be maintained by the regulating means, means controlled from one of the power lines for automatically setting the regulating means to maintain the car at a predetermined temperature when the car is disconnected from a train regardless of the position of the manual selector, means for manually rendering inefiec- 'tive this latter means to enable any one of the selected temperatures to be maintained by the regulating means when the car is discon nected from a train, and means which, when used in conjunction with the last named means, can render the entire regulating means inoperative when the car is connected in service in'a train without afiecting its operation in response to the manually operated selector when the car is in service.

32. The combination with a railway car and power supply lines thereon which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system including electrically operated regulating mechanism for maintaining the car at a desired temperature, a manually operated control switch for set ting the mechanism to maintain any one of a plurality of temperatures, a circuit breaker for rendering the regulating member operative or inoperative at will when the car is connected in service in a train, and an automatically operated switch shunted around said circuit breaker and controlled from one of the power lines so that the switch is open when the car and power line are connected in service and closed-when the car is disconnected from the train.

33. The combination with a railwa car and power supply lines thereon whici are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system including electrically operated regulating mechanism for maintaining the car at a desired temperature, a manually operated control switch for setting the mechanism to maintain any one of a plurality of temperatures, a circuit breaker for rendering the regulating means operative or inoperative at will when the car is connected in service in a train, and an automatically operated switch controlled from one of the ower-lines to render said circuit breaker ine ective when the car is disconnected from the train, so that at such times the heating system is always subject to the control of the regulating mechanism.

34. The combination with a railway car and power supply lines thereon which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system including electrically operated regulatin mechanism for maintaining the car at a deslred temperature,

' a manually operated control switch for set ting the mechanism to maintain any one of a plurality of temperatures, an automatically operated selector switch controlled from one of the power lines for setting the regulating mechanism to maintain the car at a prede termined low temperature when the car is disconnected from the train regardless of the position of the manually operated control switch, and a circuit breaker to optionally render the entire regulating mechanism operative or inoperative when the car is connected in service in a train, the automatic low temperature regulation when the car is out of service being effective regardless of the setting of the last mentioned circuit breaker.

35. The combination with a railway car and power supply lines thereon which are connected with train power sources when the ear is connected in service as a unit of a train, of a car heating system including electrically operated regulating mechanism for maintaining the car at a desired temperature, a manually operated control switch for setting the mechanism to maintain any one of a plurality of temperatures, an automatically operated selector switch controlled from one of the power lines for setting the regulating mechanism to maintain the car at a predetermined low temperature when the car is disconnected from the train regardless of the position of the manually operated control switch, a manually operable means for placing the manual control switch in control of the heating system when the car is disconnected from a train so that higher temperatures may be selectively maintained, and a circuit breaker to optionally render the entire regulating system operative or inoperative when the car is connected in service in a train, the automatic low temperature regulation when the car is out of service being effective regardless of the setting of the last mentioned circuit breaker.

36. The combination with a railway car comprising a plurality of separate compartments and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system for controlling the temperatures of the separate compartments, a separate control system for each compartment capable of maintaining the compartment temperature at either a high or low selected temperture when the car is connected in service in a train, and an automatic means controlled from one of the power lines for setting the control systems to maintain all of the compartments at the low temperature when the car is disconnected from the train. 7

37. The combination with a railway car comprising a-plurality of separate compartments and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system for controlling the temperatures of the separate compartments, a separate control system for each compartment including a manually operable selector for setting the control system to maintain the compartment at any selected one of a plurality of temperatures when the car is connected in service in a train, and a means automatically controlled from one of the power lines for setting the control system to maintain all of the compartments at a predetermined temperature when the car is disconnected from a train regardless of the positionsof the several manual selectors.

38. The combination with a railway car comprising a plurality of separate compartments and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit of a train of a car heating system for controlling the temperatures of the separate compartments, a separate control system for each compartment capable of maintaining the compartment temperature at either a high or low selected temperature when the car is connected in service in a train, a means in each compartment for rendering that par ticular control system operative or inoperative as desired, and a means automatically controlled from one of the power lines for setting the control systems to maintain all of the compartments at the low temperature when the car is disconnected from the train regardless of the setting of the previously mentioned means.

39. The combination with a railway car comprising a plurality of separate compartments and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit of a train, of a car heating system for controlling the temperatures of the separate compartments, a separate control system for each compartment including a manually operable selector for setting the control system to maintain the compartment at any selected one "of a plurality of temperatures when the car is connected in service in a train, a master control means in each compartment for rendering that particular control system operative or inoperative as desired, and a means automatically controlled from one of the power lines for setting the control systems to maintain all of the compartments at the low temperature when the car is disconnected from the train, regardless of.v the settings of the manually operable selectors or of the master control means.

40. The combination with a railway car comprising a plurality of separate compartments and power supply lines on the car which are connected with train power sources when the car is connected in service as a unit .ofa train, of a car heating system for controlling the temperatures of the separate compartments, a separate control system for each compartment including a manually operable selector for setting the control system to maintain the compartment at any selected one of a plurality of temperatures when the car is connected in service in a train, a master control means in each compartment for rendering that particular control system operative or inoperative as desired, and a means automatically controlled from one ofthe power lines for setting the control systems to maintain all of the compartments at the low temperature when the car is disconnected from the train, regardless of the settings of the manual operable selectors or of the master control means, and a manually operable means for setting the last mentioned automatic control means so that the manually operable selectors will be operative to establish other compartment temperatures when the car is out of service.

41. y In a car heating system for a plurality of separate car compartments, an electrically controlled regulating mechanism in each compartment for regulating the heating system to maintain that compartment at any one of a plurality of selected temperatures, an air train line on the car, and a pressure operated switch connected with the air train line and electrically connected with the regulating mechanisms in all of the compartments, said switch becoming effective to set the several regulating mechanisms to maintain a predetermined temperature in all of the compartments in the absence of pressure in the air train'line.

42. In a car heating system for a plurality of separate car compartments, an electrically controlled regulating mechanism in each compartment for regulating the heating system to maintain that compartment at any one of a plurality of selected temperatures, a master switch in each compartment for rendering that particular regulating mechanism operative or inoperative as desired, an air train line on the ear, and a pressure operated switch connected with the air train line and electrically connected with the regulating mechanisms in all of the compartments, said latter switch becoming effective to set the several regulating mechanisms to maintain a predetermined temperature in all of the compartments in the absence of pressure in the air train line, regardless of the settings of the several master switches.

43. In a-car heating system for a plurality of separate car compartments, an electrically controlled regulating mechanism in each compartment for regulating the heating system to maintain that compartment at any one of a plurality of selected temperatures, an air train line on the car, and a pressure operated switch connected with the air train line and electrically connected with the regulating mechanisms in all ofthe compartments, said switch becoming effective to set the several regulating mechanisms to maintain a prededetermined temperature in all of the compartments in the absence of pressure in the air train line, and means for restoring the individual control of the compartment temperatures when the air pressure is absent from the train line.

44. In a car heating system for a plurality of separate car compartments, an electrically controlled regulating mechanism in each compartment for regulating the heating system to maintain that compartment at any one of a plurality of selected temperatures, amaster switch in each compartment for rendering that particular regulating mechanism operative or inoperative as desired, an air train line on the car, and a pressure operated switch connected with the air train line and electrically connected with the regulating mechanisms in all of the compartments, said latter switch becomingefiective to set the several regulating mechanisms to, maintain a predetermined temperature in all of the compartments in the absence of pressure in the air train line, regardless of the settings of the several master switches, and means for restoring the individual control of the compartment temperatures when the air pressure is absent from the train line.

45. In a car heating system including regulating means for automatically maintaining the car at any one of a plurality of selected temperatures, a manually operable selector for setting the regulating means to maintain any one of the temperatures, a master control means for rendering the regulating means entirely inoperativein response to the manual selector, and automatic control means capable of setting the regulating means to maintain the car at a predetermined temperature regardless of the settings of the manual selector and the master control means.

PAUL B. PARKS. DONALD WV. MILLER.

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