US2102225A

US2102225A - Temperature control system for railway cars

Info

Publication number: US2102225A
Application number: US528058A
Authority: US
Inventors: Edward A Russell; Donald W Miller
Original assignee: Vapor Car Heating Co Inc
Current assignee: Vapor Car Heating Co Inc
Priority date: 1931-04-06
Filing date: 1931-04-06
Publication date: 1937-12-14
Anticipated expiration: 1954-12-14

Description

Dec. 14, 1937.

E. A. RUSSELL, ET AL 2,102,225

TEMPERATURE CONTRGL SYSTEM FOR. RAILWAY CARS 7 Filed April 6, 19:51 Z SheetS- Sheet 1 J73; wwmys 1366- 1937. E. A. RUSSELL ET AL TEMPERATURE CONTROL SYSTEM FOR RAILWAY CARS Filed April 6, 1931 2 s-Sheet 2 Patented Dec. 14, 1937 TEMPERATURE CONTROL RAILWAY can SYSTEM roE Edward A. Russell, Chicago, and Donald W. Miller, Elmhurst, Ill., assignors to Vapor Car Heating Company, Inc., Chicago, 111., a corporation of New York Application April 6, 1931, Serial No. 528,058

24 Claims.

This invention relates to certain new and useful improvements in a temperature control system for railway cars, and more particularly to a system for controlling the car temperature ineluding heating means for raising the temperature within the car when the outside temperature is below normal, arid cooling or refrigerating means for lowering the temperature within the car when outside temperatures are above normal.

heating of the car, it is desirable that meansbe provided for automatically maintaining the car at any one of a plurality of selected temperatures, according to the wishes of the occupants of the car when the car is in service, but when'the car is out of service, in the interest of economizing on the consumption of heat energy, it is desirable that-the temperature within. the car be automatically maintained at a certain minimum tem- 20 perature. that is the temperature should be raised justsuiiiciently above the outside temperature to prevent injury to the car or its contents. When prevailing outside temperatures make it necessary or desirable to cool the air within the car, it is desirable that means be provided for automatically maintaining the car temperature at a point lower than the outside temperature, but not differing therefrom by too great a difference so that there will be no unpleasant or injurious 30 abrupt change in temperature when entering or leaving the car. When the car is out of service,

it is not necessary to cool the car at all and it is desirable that the refrigerating means be thrown entirely out of service. According to the present invention, meansare provided for automatically controlling both the refrigerating and heating systems so as to secure the operation and advantages briefly noted hereinabove.

The principal object of this invention is to pro- 40 vide an improved temperature control system for railway cars such as briefly described hereinabove and disclosed more in detail in, the specifications which follow. 1

Another object is to provide an improved re- 43 'frigerating system for ra lway cars, provided with means for automatically rendering the refrigerating means inefiective when the car is out of service.

Another object is to provide an improved refrigerating means for railway cars including means for automatically maintaining the car temperature at a predetermined d fferential from the temperature prevailing outside the car:

Another object is to provide an improved temoerature control system for railwaycars including When prevailing temperatures necessitate the,

both heating and cooling means, together with a single automatic control mechanism whereby the cooling means is entirely ineffective when the car is out of service, and the heating means is only effective to maintain the car at a certain predetermined minimum temperature.

Other objects and advantages of this invention will be more apparent from the following detailed I description of one approved form of apparatus embodying the principles of this invention.

In the accompanying drawings:

Fig. l is a diagrammatic plan view of a railway car equipped with the improved temperature control apparatus.

Fig. 2 is a wiring diagram illustrating the control connections between the principal elements of the temperature controlling system.

' Referring first more particularly to Fig. 1, A indicates generally a railway car which may be divided into one or more compartments, the car being supported on and movable along the tracks B. The car 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 C. On each car is a main steam supply pipe D, having coupling connections Band D" at the respective car ends whereby the several supply pipes D onthe different cars may be connected together in series to form a con-. tinuous steam supply pipe extending from the locomotive throughout the length of the train. Similarly, the air signal line pipe E, and the air brake line pipe F, having connections E and E", and F and F" at their respective ends, are mounted on each car. Suitable valves are, provided at the ends 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 and is out of service, the air lines E and F are left open and the air pressure in each is dissipated. At such times, in order to supply steam to steam line pipe D whereby the compartments in the car may be heated, one end coupling such as D may be connected with a similar coupling G leading from a steam supply pipe Gin the train yards. It will be understood that there will be a constant source of electrical energy such as a-storage battery on each car, or means may be provided for plugging in power lines from an outside source of supply.

The car is provided with a heating system or apparatus indicated generally at H, and with a cooling or refrigerating system indicated generally at .l'. A selector switch indicated at K and operated from one of the air lines on the car, in

the present instance the signal line E, automatically controls the operation of both the heating and cooling systems in accordance with whether the car is in or out of service.

The heating system H may be oi! the usual vapor type, including a pipe I through which steam is delivered from. the supply pipe D to and through a vapor regulator 2, to and through a control valve L into the radiators 3 and I from which the steam and condensate flow back through valve L to the vapor regulator 2. At

a single car.

The refrigerating or cooling system indicated generally at J may take any of a variety of approved forms. A s here shown by way of example it includes a mechanical refrigerating unit 5 driven by an electric motor 8 and supplying reirigerating medium in a refrigerating coil I positioned in a cooling chamber 9. The motor-driven ian indicated at 9 forces air through chamber-'8 where it is cooled and then delivered-through conduit or conduits in into thecar. It will be apparent that the functioning of the refrigerating system depends upon the operation of motor I, and a thermostatic control mechanism for the motor 6 is indicatedgenerally at Y, this control mechanism being an important feature of the invention and hereinafter disclosed more in detail. The fan motor 9 may, if desired, be coupled up in parallel'with motor 6 so that this air circulating fan will be thrown into and out of service simultaneously with the main motor 9. However,

it is sometimes desirable to have a separate control for the air circulating motor 9 since it may be desirable to circulate the air for ventilating purposes even though the refrigerating system is not in operation. It will be notedthat the.

thermostatic electric control systems X, and Y of the heating and refrigerating systems H and J respectively, are both under the control 01' the single selector switch K which is connected with the air pipe E on the car.

Referring now more particularly to Fig. 2, the electrical connections comprised in and between thermostatic control mechanisms X and Y, and

1, 1929. This system will only be briefly described here, and reference may be made to the' above mentioned patents for a more complete description. The control valve L comprises a casing in which is a rotatable valve part controlled by rock shaft I l on which is secured the operating lever l2. When the valve is in the position shown in the drawings, steam can flow irom'the supply into and through the radiators, the steam flowing in from. the vapor regulator through pipe l3, thence through valve L and out through pipe ll to the'radiators I and 4 from which the steam and condensate return through pipes It and I. to the valve L and thence back through pipe II to the vapor regulator, all in well known manner.

When lever I2 is thrown over to a corresponding position inclined toward the right at its upper end (Fig. 2) the valve L will be closed and the steam supply to the radiators cutoil. The solenoid motor indicated at I! serves to move lever l2 to the position shown in the drawings, that is moves the valve to open, position. A corresponding solenoid motor i9 will throw the valve to closed position. A magnet or relay ineluted at serves when energized to lift an armature 2| thereby bringing a movable contact 22 into engagement with a iixedcontact 22 and. completing the circuit through the coil of solenoid H thereby opening valve L. -When relay 20 is deenergized, the armature 2| will drop. bringing movable contact 22 into engagement with a hired 4 contact thus completing the operating circuit through solenoid i9 and moving the valve to closed position. A circuit breaker indicated genorally at 25 and operated by the movement of valve lever l2 serves to break the operating circuits for either solenoid II or N after the operation 0! the valve has been completed.

A series of controlling thermostats designated as "high, "intermediate", and "low, are indicated at 28, 21, and 28 respectively. The wiring connections are such that any one of these thermostats may be connected in shunt around relay magnet 20 so that when the temperature within the car has risen sufllciently to cause the mercury column in the thermostat to complete a circuit therethrough this shunt circuit will be completed around the magnet 20 so as to deenergize the magnet and permit armature 2 I to fall, thus causing a closure of valve L. When the temperature within the car falls below the desired temperature ior which the contacts on the thermostat are adjusted, the mercury column will break the shunt circuit through the thermostat whereby magnet I2 is again energized and armature 2! is lifted so as to close-the operating circuit through solenoid l8 and again open valve L. At 29 is indicated a manually operable switch whereby any selected one of the thermostats 29-, 21 or 29 may be placed in control of the system, or all three thermostats may be thrown'out 01' service, whereby the heating system may be operated to maintain either high, intermediate or low temperatures or entirely thrown out of service. At 39 is indicated a I thermally operated switch to break the switchoperating circuits, in case the current flow through one of these circuits persists long enough to heat up the parts and perhaps'cause injury to the operating mechanism. The main power lines are shown at 9| and 22, and under normal operating conditions when the car is in service the current for operating the control mechanism X will flow from and to these power lines through the

leads

33 and 24;

The'auxiliary power lines

25 and 28 which extend from selector switch K and lead throughout the several compartments of the car, are connected with control system X through branch leads 21 and 29 respectively.

The selector switch K as here shownis of the type disclosed in detail in the Parks and Miller Patent 1,729,748, hereinabove referred to, and claimed in the patent granted February 12, 1929 to Parks and Miller, No. 1,701,761. Briefly described, th s selector switch K comprises a Bourdon tube 29 which is connected at 40 with one of the air tra n pipes, the signal pipe E as shown for example in Fig. 1. When service pressure is present in this air pipe, the Bourdon tube 39 will tend to straighten out and will move to" the position shown in Fig. 2, whereby through the snap-switch mechanism indicated generally at 4| a movable contact plate 42 will be moved out of engagement with a plurality of fixed contact bars 49, 44 and 49. When the car is out of service and service pressure is absent from the train pipe, the Bourdon tube 89 will tend to contract or curl inwardly so that snap mechanism 4| will move the contact 42 into engagement with the several fixed contacts 43, 44 and 49 and electrically bridge the same. When the car is out of service and the contacts in switch K have been closed as just described, current will fiow from positive main 9i through wire 49, fixed contact 44,, movable contact 42, fixed contact 49, wire 99, wire 91, coil of operating magnet or relay 49, and wires 49 and 94 to the negative main 32. The energization of re-' lay 49 will lift the armature 99 thereby closing a circuit through the low temperature control thermostat 29 and placing this thermostat in control of the system. It will be apparent that the thermostat adjusted for the lowest temperature will control the system regardless of whether or not the intermediate or high thermostats are also operatively connected, since the low thermostat will not permit the temperature within the car to rise materially above the temperature for which this low temperature is set. Therefore, when the car is out of service and the circuit through relay 49 is closed, the low temperature thermostat 29 will be in control of the system to maintain the car temperature at the minimum for which this thermostat is adjusted, regardless of the position in which manual control switch 29 has been left. In case control switch 29 has been left in the "of!" position, that is the heating system has been manually thrown entirely out of operation while the car was in service, the operatingcircuits for the valve-operating solenoids l9 and I9 have been broken through this manual control switch 29. However, it is desirable that the car be maintained at the low or minimum temperature while the car is out of service, even though the system has been entirely thrown out of service by means of manual control switch 29. To accomplish this an auxiliary operating circuit to the solenoids l9 and I9 is completed when the car is out of service and selector switch K is closed, this circuit ex tending from positive 'main 3| through wire 49. fixed contact 44, movable contact 42, fixed con tact 49, wire 99 and wire 99 to a contact'plate 9| with which manual control switch 29 makes contact when moved to the off position.

It will now be seen that the heating system may be manually adjusted by means of. switch 29 to maintain the car temperature at either the high, intermediate or low temperatures while the car is in service, or theheating system may be entirely thrown out of operation, but when the car is out of service the car is automatically maintained at the low or minimum temperature regardless of the position to which manual switch 29 has been moved. It is sometimes desirable to heat up the car to a higher temperature when out of service,

(for example a short time before it is to be put into service) and in order to make it possible to do this an operating button 92 is provided in switch K whereby an insulating block 99 maybe moved into engagement with spring contact 49 and move same out of engagement with the movable contact 42 so as to break the circuit through relay magnet 49. Manual switch 29 will then be operated to place either the high or intermediate thermostats in control of the heating system.

In case a plurality of separate car compartments are each provided with a control system X, each compartment may be maintained at a separate selected temperature while in service, but all of the compartments will .be automatically maintained at the lower minimum temperature by means of the single selector switch K when the car is out of service.

The above heating system and its operations are set forth more in detail and claimed in the Parks and Miller patents referred to hereinabove. According to the present invention, the car A is provided with a separate refrigerating or cooling system J provided with its own thermostatic temperature control mechanism Y, but this cooling system J is also under the control of the selector switch K when the car is out of service. The principal wiring and control connections for the refrigerating system are indicated at the right of Fig. 2 and will now be described. At 94 and 99 are shown two electromagnets or relays, the relay are deenergized. an operating circuit is completed through the driving motor 9 of the refrigerating system as follows: from positive main 3| through wire 9i, manually operative cut-out switch 93, wire 94, motor 9, wire 99, armature 58, fixed contact 99, connector 99, fixed contact 91, armature 99, and wire 99 provided with fuse 91 to the negative main 9!. Under normal operating conditions, with the car in service, the relay 94 remains deenergized and the motor circuit is constantly completed through contacts 99 and 91.

At the same time, an operating circuit remains normally closed through the coil of relay 95 as follows: from positive main 9! through wire 9|,

resistance 99, relay coil 99, resistance 99, wire 94 being hereinafter referred to as a normally 99", connecting bar 99, fixed contact 91, armature 99, and wire 99 to the negative main 92. A series oi similar thermostats designated as high, medium", and "low, are indicated at 10, H and 12 respectively. Each of these thermostats has a .low contact member 19,14 and 19 respectively The thermostat 19 has an upper fixed contact.

member I! with which the mercury column I9 makes contact when a certain predetermined, high temperature has been reached within the car (where all three thermostats 19, ii and '12 are positioned). The low temperature thermostat 12 has an upper contact member 19' with which the mercury column may contact at a relatively lower temperature. In a similar manner the medium thermostat II has a fixed contact H with which the mercury column makes contact at a temperature intermediate the temperatures at which high and low thermostats l9 and I! become operative. The lower contact members I9, 14 and '19 or the several thermostats are connected by wire 19 with the operating circuit for relay 99 between resistance. 99 and the relay coil.. The upper contact 13' of high temperature thermostat Il is'connected by wire 19 with the wire 9|. It will now be seen that when the temperature within the car is suflicientiy high for merciu'y I column it of thermostat Ill to make contact with the upper contact member I3 a circuit will be completed through this thermostat as follows: from positive main 3| through wire OI, wire I, contact 13', mercury column [6, contact 13, wire 18, resistance 69, wire 69", contact bar ll, fixed contact 51, armature 56, and wire 66 to the negative main. This circuit is shunted around the coil 55 of the relay so that this relay will become deenergized and permit armature 58 to drop into contact with fixed contact member I! thus com-- pleting the operating circuit for refrigerating motor 6 as already described. When the temperature within the car falls below the predetermined temperature for which thermostat I is set,

a the mercury column it will no longer contact with upper. contact 13' and this shunt circuit willbe broken so that the current will again flow through coilv of relay 55, thus energizing this relay and lifting the armature 58 and breaking the motor circuit so that the refrigerating system will cease to operate.

At 80 is indicated a thermostat positioned outside the car, or otherwise located so as to be responsive to temperature conditions existing outside of the car. This-thermostat is connected through wire ill with the lead 8|. The movable arm of the thermostat carries a pair of contact members 82 and 83'. When the Outside temperature is relatively high, the thermostat Bll tends to uncoil or straighten out andthe movable contacts 82 and 83 are swung to the right so as to no longer make contact with either contact member 85. An operating circuit will now be completed through this intermediate thermostat ii providing the temperature within the car is sufliciently high for the mercury column'of this thermostat to make contact with upper contact member 11. Since this upper contact 11 is positioned lower than the upper. contact .13 of high temperature thermostat Ill.

it will be noted that this shunt circuit through intermediate thermostat ii may be'completed even though the operating shunt circuit through high temperature thermostat: 10 has been broken It will also be noted that even though the wiring connections to upper contact ll of high temperature thermostat 10 are always complete regardless of the outside temperature, the breakingof connections between mercury column II and upper contact 13' will have no effect on the. system as long as a similar shunt circuit is still complete through the intermediate thermostat 1i.

In a similar manner, at astill lower outside temperature,'the movable contact 82 will be brought into engagement with fixed contact II and a shunt circuit completed through the'low temperature thermostat I2. The mercury column of this thermostat will remain in engagement with the upper contact 15 after the temperature within the car has fallen so that the circuit through both high and intermediate thermostats Ill and II have both been broken.

It will now be apparent that as long as the temperature within the car is above the temvwires 8! and 88 to'the negative main 32.

perature for which the controlling thermostat has been adjusted, a shunt circuit will be completed through this thermostat so that relay 55 will be deenergized and the armature 58 will fall so as to complete the operating circuit through motor 8 and the refrigerating system will be put into operation to lower the temperature within the car. When the car temperature falls below the desired temperature, the shunt circuit will be broken at the thermostat, whereupon the relay 55 will again be energized to lift armature 58 and break the motor circuit thereby causing the refrigerating system to cease operating. It is not desirable to have too great a difference between the temperatures existing within the car and the prevailing temperature outside the car, that is the temperature within the car should not be lowered substantially more than a predetermined difference below the outside temperature in order to best provide for the comfort and health of the occupants of the car. Accordingly, the combination of the several inside thermostats III, II and i2, cooperating with the outside thermostat so serves to maintain the temperature inside the car at a substantially predetermined diiference below the temperature existing outside'the car at all times. If the temperature falls suiiiciently so that it is not desired to operate the refrigerating system at all, thesystem may be thrown completely outv of operation by opening the switch 63.

It will not usually be desirable or necessary to operate the refrigerating system at all when the car is out of service or no longer connected with a train. The refrigerating system is automatically cut out of service under these conditions by means of the normally inoperative relay 54.

-The coil of this relay is connected at one side through wire 88 with the auxiliary main 35, and

is connected at the other side through wire 89 with the lead 68. When the car is'out of service .mnd the service pressure is lost in the air line (as already described in connection with the heating system) the selector switch K will cause movable contact 42 to bridge the fixed contacts 43 and M so that a circuit through relay '5! will be completed as follows: from positive main'3i through wire 40, contact 44, movable contact 42, fixed contact ll, wire 3-5; wire 88,-coi1 of relay .54, and The relay will now lift armature 58 out of contact with fixed contact member. 51 thereby breaking the operating circuit of motor 8. As long as.

The refrigerating system can now operate as.

under normal conditions.

It will now be noted that a complete temperature control system is provided whereby the temperature within the car may be raised and automatically maintained at a desired temperature when prevailing temperature conditions are below normal, and wherebythe inside car temperature may be lowered and automatically maintained at a desirable temperature when outside temperature conditions are above normal. When the car is out of service, the refrigerating system is rendered entirely inoperative, and the heating system is only operative to heat the car up to a certain minimum temperature suificient to prevent injury to the contents of the car. However, means are provided whereby under extraordinary conditions either the heating system or refrigerating system may be used when the car is out of service.

We claim:

1. In combination with a railway car, a reirigerating system on the car, a motor for operating the system, a source of power for driving the motor, a plurality of thermostats within the car each adapted to control alternatively at any time the flow of power to the motor so as to maintain a certain temperature within the car. eachthermostat being set tomaintain a different temperature, and a thermostat responsive to changes in temperature outside the car for determining which of the inside thermostats shall at any given time control the operation of the refrigeration system.

2. In combination with a railway car, a refrigerating system on the car, an electric motor for operating the system, a circuit-breaker adapted to normally break the motor-operating circuit, and a plurality of thermostats within the car each adapted to close a shunt circuit around the circuit-breaker and render same inoperative when a certain maximum temperature is reached in the car, these maximum temperatures being different for each thermostat, and a thermostat responsive to temperature changes outside the car and adapted to selectively close circuits to the several inside thermostats, whereby the temperature maintained within the car by the reirigerating means will automatically vary with changes in the outside temperature.

3. In combination with a railway car, a reirigerating system on the car, a source of power for operating the system, a power supply line on the car which'is connected in circuit with a train power source when the car is connected in service as a unit of a train, and means connected with said power line for automatically disconnecting the refrigerating means from its operating source of power when the car is disconnected from the train and the power line is broken.

4. In combination with a railway car, a refrigerating system on the car, a source of power (or operating the system, a power supply line on the car which is connected in circuit with a train power source when the car is connected in service as a unit of a train, means connected with said power line for automatically disconnecting the refrigerating means from its operating source of power when the car is disconnected trom the train and the power line is broken, and manually operable means for rendering the last mentioned means temporarily inoperative whereby the refrigerating system may he operated in a normal manner when the car is out of service.

5.- In combination with a railway car, a refrigerating system on the car, an electric motor (or operating saidsystem, a circuit-breaker in the motor operatingv circuit, a power supply line on the car which is connected in circuit. with a train power source whenthe car is connected in service as a unit of a train, and means connected with said power line for actuating the circuit-breaker when the .car is disconnected from the train and the powerline is broken.

6. In combination with a railway car, a refrigerating system on the car, an electric motor for operating said system, a circuit-breaker in the motor operating circuit, a pipe on the car which contains air under pressure when the car is connected in service as a unit of a train, and a pressure-operated switch for causing the actuation of the circuit-breaker when the car is out of service and the service pressure in the pipe is absent.

7. In combination with a railway car, a refrigerating system on the car, an electric motor for operating said system, a pair of circuitbreakers in the motor-operating circuit, one circuit-breaker being normally operative to break the motor-circuit and the other circuit-breaker normally inoperative so that the motor circuit is unbroken thereby, thermostatically controlled means for deenergizing the normally operative circuit-breaker whereby the motor circuitls completed when a predetermined maximum temperature is reached in the car, a power supply line on the car which is connected in circuit with a train power source when the car is connected in service as a unit of a train, and means connected with said power line for causing the actuation of the normally inoperative circuitbreaker to break the motor-circuit when the car is out of service and the power-line is broken.

8. In combination with a railway car, a refrigerating system on the car, an electric motor for operating said system, a pair of circuit-breakers in the motor-operating circuit, one circuitbreaker being normally operative to break the motor-circuit and the other circuit-breaker normally inoperative so that the motor circuit is unbroken thereby, thermostatically controlled means for deenergizing the normally operative circuit-breaker whereby the motor circuit is completed when a predetermined maximum temperature is reached in the car, means for varying this maximum temperature in accordance with temperature changes outside the car, a power supply line on the car which is connected in circult with a. train power source when the car is connected in service as a unit of a train, and means connected with said power line for causing the actuation of the normally inoperative circuitbreaker to break the motor-circuit when the car is out of service and the power-line is broken.

9. In combination with a railway car, a refrigerating system on the car, an electric motor for operating said system, a pair of circuit-breakers in the motor-operating circuit, one circuitbreaker being normally operative to break the motor-circuit and the other circuit-breaker normally inoperative so that the motor circuit is unbroken thereby, thermostatically controlled means for deenergizing the normally operative circuit-breaker whereby the motor circuit is completed when a predetermined maximum temperature is reached in the car, a pipe on the car which contains air under pressure when the car is connected in service as a unit of a train, and a pressure-operated means for causing the actuation of the normally inoperative circuit-breaker to break the motor-circuit when the car is out of service and service pressure is absent from power supply line on the car which is connected in circuit with a train power source when the car is connected in service as a unit of a train. and means connected with said power line for rendering the refrigerating means entirely inoperative and for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car when the car is out of service and the power line is broken.

11. In combination with a railway car, a temperature regulating mechanism thereon including a heating system and a refrigerating system, thermostatic control mechanism for causing the temperature regulating mechanism to maintain a predetermined temperature within the car, a pipe on the car which contains air under pressure when the car is connected in service as a unit of a train, and a pressure-operated means connected with the pipe and effective when the car is out of service and the service pressure is absent from the pipe for rendering the refrigerating means entirely inoperative and for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature within the car.

12. In combination with a railway'car, temperature regulating mechanism thereon including a heating system and a refrigerating system, thermostatic control mechanism for causing the heating system to maintain apredetermined selected temperature within the car, thermostatic control means for causing the refrigerating means to maintain a temperature within the car lower by a substantially predetermined differential than the temperature prevailing outside the car, apower supply line on the car which is connected in circuit with a train power source when the car is connected in service as a unit of a train, and means connected with said power line for rendering the refrigerating means entirely inoperative and for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car when the car is out of service and the power line is broken.

13. In combination with a railway car, temperature regulating mechanism thereon including a heating system and -a refrigerating system, thermostatic control mechanism for causing the temperature regulating mechanism to maintain a predetermined temperature within the car, a power supply line on the car which is connected in circuit with a train power source when the car is connected in service as a unit of a. train, means connected with said power line for rendering the refrigerating means entirely inoperative and for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car when the car is out of service and the-power line is broken, and manually operable means for rendering the last mentioned means temporarily inoperative.

14. In combination witha railway car, temperature regulating mechanism thereon including a heating system and a refrigerating system, thermostatic control mechanism for causing the heating system to maintain a predetermined selected temperature within the car, thermostatic control means for causing the refrigerating means to maintain a temperature within the car lower by a substantially predetermined differential than the temperature prevailing outside the car, a power supply line on the car which is connected in circuit with a train power source when the car is connected in series as a unit of a train, auxiliary means for automatically setting the first mentioned thermostatic control mechanism for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car, auxiliary means for rendering'the refrigerating means temporarily inoperative, and a means operatively connected with the power supply line and with the auxiliary means to cause these means to operate when the car is out of service and the power line is broken.

15. In combination with a railway car, temperature regulating mechanism thereon including a heating systemv and a refrigerating system, thermostatic control mechanism for causing the heating system to maintain a predetermined selected temperature within the car, thermostatic 'control the temperature prevailing outside the car, a pipe on the car which contains air under pressure when the car is connected in service as a unit of a train, auxiliary means for automatically setting the first mentioned thermostatic control mechanism for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car, auxiliary means for rendering the refrigerating means temporarily inoperative, and a pressure operated means connected with the pipe and with the two auxiliary means to cause these auxiliary means to operate when service pressure is absent from the pipe,

16. In combination with a railway car, temperature regulating mechanism thereon including a heating-system and a refrigerating system, thermostatic control mechanism for causing the temperature regulating mechanism to maintain a iliary control mechanism for rendering the 'refrigerating means temporarily inoperative, auxil iary control mechanism for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car, a power supply line on the car which is connected in circuit with a train power source when the car is connected in service as a unit of 'a train, and means connected with and actuated from the power line for causing the two auxiliary control mechanisms to operate when the car is out of service and the power line is broken.

17. In combination with a railway car, temperature regulating mechanism thereon including a heating system and a refrigerating system, thermostatic control mechanism for causing the temperature regulating mechanism to maintaina predetermined temperature within the car, auxiliary control mechanism for rendering the refrigerating means temporarily inoperative, auxiliary control mechanism for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car, a pipe on the car which contains air under pressure when the car is connected in service as a unit of a train, and a pressure operated means connected with the pipe-and with the two auxiliary control mechanisms to cause these auxiliary control mechanisms to operate when service pressure is absent from the pipe.

18. In combination with a railway car, temperature regulating mechanism thereon including a mostatic control mechanism for causing the temheating system and a refrigerating system, therperature regulating mechanism to maintain a predetermined temperature within the car, auxiliary control mechanism for rendering the refrigerating means temporarily inoperative, auxiliary control mechanism for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car, a pipe on the car which contains air under pressure when the car is connected in service as a unit of a train, and a pressure operated means connected gressively and sep rately operative at different predetermined space temperatures, and thermo- GERTIFICA'TE OF CORRECTION.

static means positioned outside the space and functioning at different outside predetermined temperatures to determine the inside thermostat which shall control the space temperature for each outside temperature range between the predetermined outside temperatures.

22. In combination with heat-exchange apparatus for maintaining desired temperatures within a space, regulating means for automatically DONALD LEI-1BR.

with the pipe and with the two auxiliary control controlling the action of the heat-exchange ap- 10 mechanisms to cause these auxiliary control paratus to maintain selected space temperamechanisms to operate when service pressure is tures dependent upon outside temperatures'comabsent from the pipe, and manually operable prising a plurality of thermostats positioned means for rendering the pressure operated means within said space which operate to maintain said temporarily inoperative. space at different definite temperatures accord- 19. Apparatus for regulating the temperature ing to which of said thermostats is in control within an enclosure, comprising a refrigerating oi the heat-exchange apparatus, and thermosystem, control mechanism comprising a pluralstatic'means located outside of said space which ity of thermostats within the enclosure adapted operates at the limits of different ranges of outto selectively control at any time the refrigerating side temperature to select and put in control system, each thermostat functioning to maintain a of said heat-exchange apparatus a different indifferent predetermined temperature within the side thermostat for each outside temperature enclosure, said control mechanism also including range. thermostatic means positioned outside the enclo- 23. In combination with heat-exchange apsure for selecting the inside thermostat that shall paratus for maintaining a selected temperature beefi'ective at any given time so that aselected inwithin an enclosure, regulating means for conside temperature will bemaintained throughout a trolling the action of the heat-exchange appapredetermined range of outside temperatures, the ratus to maintain any selected one of a pluralinside temperature being diflerent for each sucity of temperatures within the enclosure, said cessive outside temperature range. means comprising a plurality of thermostats,

20. Apparatus for regulating the temperature each thermostat adapted to function to mainwithin an enclosure, comprising a refrigerating tain a certain predetermlnedone of these temsystem, a motor for operating the system, a source peratures, and thermostatic means responsive of power for driving the motor, a plurality of to outside temperatures for selecting the temthermostats within the enclosure each adapted perature to be maintained within the enclosure. to control alternatively at any time the flow of 24. In combination with heat-exchange appapower to the motor so as to maintain a prederatus for maintaining a selected temperature termined temperature within the enclosure, each within an enclosure, regulating means for conthermostat being set to maintain a different pretrolling the action of the heat-exchange appadetermined temperature, and thermostatic means ratus to maintain any selected one of a plurality positioned outside the enclosure for determining of temperatures within the enclosure, said means which inside thermostat shall control the refrigcomprising a plurality of thermostats, each thererating system at any given time. ntbstat adapted to function to maintain a cer- 21. In combination with heat-exchange aptain predetermined one of these temperatures,

paratus for maintaining a desired temperature and thermostatic means responsive to outside within a space, regulating means for automattemperatures for selecting the one of the firstically controlling the action or the heat-exchange mentioned thermostats which shall control the apparatus to maintain a selectedspace temperainside temperature for each prevailing outside ture, said means' comprising a plurality of ther-- temperature. mostats positioned .within' the space andpror EDWARD A. RUSSELL.

Patent llo.' 2,102,225. Decemher 1b,, 19

a D EDWARD A. RUSSELL, -E'I' AL.'

It- 1s hereby certified that error appears in the printed specification of the above numbered patent requiringcorrection as follows: Page 6, second column); 2, claim ligfor the word "series" read service; and. that the said. metteraratent should be read with this correction therein that the samemay conformizothe record of the case in the Patent Office.

Signed and sealed this 22nd day f February, A. D. 1958 Iienry VanArsdale, Acting Commissioner of Patents.

(Seal) predetermined temperature within the car, auxiliary control mechanism for rendering the refrigerating means temporarily inoperative, auxiliary control mechanism for limiting the operation of the heating means to the maintenance of a predetermined minimum temperature in the car, a pipe on the car which contains air under pressure when the car is connected in service as a unit of a train, and a pressure operated means connected gressively and sep rately operative at different predetermined space temperatures, and thermo- GERTIFICA'TE OF CORRECTION.

Patent llo.' 2,102,225. Decemher 1b,, 19

a D EDWARD A. RUSSELL, -E'I' AL.'

(Seal)