US2629047A

US2629047A - Electrical control system for overheated bearings on trains

Info

Publication number: US2629047A
Application number: US772489A
Authority: US
Inventors: Day Leslie
Original assignee: LAMAR L DAY
Current assignee: LAMAR L DAY
Priority date: 1947-09-06
Filing date: 1947-09-06
Publication date: 1953-02-17
Anticipated expiration: 1970-02-17

Description

1.. DAY ELECTRICAL CONTROL SYSTEM FOR OVERHEATED BEARINGS ON TRAINS 3 Sheets-Sheet 1 Filed Sept. 6, 1947 INVENTOR.

DAY

wm U2 J L. DAY Feb. ELECTRICAL CONTROL SYSTEM FOR OVERHEATED BEARINGS ON TRAINS Filed Sept. 6, 1947 3 Sheets-Sheet 2 4 0 V 4 18:, 170 2A; 5 J80 H Z LX /H 6* m:

t? w im M; M.

m entor LESLIE D [Pg 33 I J 7 WM attorn y 3 Sheets-Sheet 3 DAY L. ELECTRICAL CONTROL SYSTEM FOR OVERHEATED BEARINGS ON TRAINS Feb. 17, 1953 Filed Sept. 6, 1947 1NVENTOR.

LE 5 L IE DA Y Patented Feb. 17, 1953 ELECTRICAL CONTROL SYSTEM FOR OVER- HEATED BEARINGS. ON TRAINSI Leslie'Day, Chicago, 111., assignor of one-halflto Lamar L. Day, St. George, Staten Island, N. Y.

Application September 6, 1947, Serial No. 772,489

(C1. Zed-1 69 '7 Glaims. 1

This invention relates generally to imnrovements in electrical control systems and relates more particularly to improvements in electrical control systems for railroad trains and the like, certain. subject matter herein di closed being claimed in anplicants ccnending apnlication for Switch Mechanism, Serial No. 1 245356, filed February 15, 1950.

It is an object of the invention to provide a control system of this character for use on rail-- road trains and the like having means for auto.- matically controlling thebrakes of the train upon which it is installed and is adapted to sound an alarm upon the occurrence of an abnormally hot journal bearing on the train, there being thermal responsive means for effecting said alarm.

Another obiect of the invention is to provide a system of this character wherein said thermal responsive means will also effect automatic setting of the train. brakes within a short period of time after said signal sounds unless the engineer takes appropriate action.

Still another object of the invention is to provide a device of this character wherein the thermal responsive means comprises thermostats in the respective journal boxes of the train units for providing a control for the electrical systernand said thermostats may be located in chambers in the brass of the respective bearings.

In journal boxes having roller bearings, the

thermostats may be placed in any suitable position close to the journal where it will be heated immediately upon the journal becoming overheated.

A further object of the invention is to provide, in a control system. of this character, contacts so constructed and arranged as to have a Wiping action in order to remove any corrosion which may occur.

A still. further object of the invention is to provide an arrangement which will operate within a suitable temperature range, as for example, a range from approximately 309 F. minimum to anproxiinately 359 F. maximum, and which will oicerate within said range at both slow and fast rates of bearing heating.

Another object of the invention is to-provide an arrangement of this character which may be eas- 11:; tested and which will require very little in the way of inspection and maintenance.

Still another object of the invention is to provide an arrange-merito1 this character having imbroved means for entering the journal boxes with the electrical wiring, which will provide a more certain ground, and which may be easily replaced iiclamaged.

Still anotherobject of the invention is to-provide an arrangement of this character'wherein there is a manual control for signalling the engineer withoutsetting of the brakes;

it has also been found'to be desirable for the conductor, who-is usually on the rearacar (ca boose) of a freight train, to be-able to-talk diirectly with the engineer in the engine cab as other types of signals are at times-hard toapass on or see and frequently-train time isllost by. the engineer waiting for the signal.

It is therefore still another objectof the 131188?- ent invention to provide. telephonic 1 means,- con;-

nected into the rest or. the control circuit,. by means of which the conductor or other trainman may talk from such rear unit of the trainadirectly' with the engineer in his enginecabn Further objects and a'dvantagesof the inyen tion will be brought out in thefollowingpart ,of-

the specification.

Referring to the drawings, which are for i1lus--' trative purposes only;

Fig. l is a diagrammatic view of an electrical control system embodying the present i1 1ven Fig.2 is a diagrammatic elevationalview of -acar truck showing the installation of parts ofthepresent system;

Fig. 3 is a fragmentary end view of the car truck showing said parts of the inventionj Fig. 4. is a diagrammatic side View, partially 'm section, showing a journal box-with a switch box, electrical conduit, fitting, and conduit leading into said journalbon Fig. 5 isa top view of the brass ofthe bear.- ing with the lugs thereof drilled to receive the thermostat element; 7'

Fig. 6'is an outer endview of a journal box with a chambered brass mountedthereon; Fig. 6a is an enlarged fragmentary end view of alug of the brass;

Fig. 7 is aside elevation and lpartial sectional view of the journal With the brass "mounted thereon;

ofthermostaticelementj Fig. 13 is a sectional view, taken on line l3--I3 of Fig. 12;

Fig. 14 is a sectional view, taken on line i4-i4 of Fig. 12;

Fig. 15 is an outer end view of a lug on the brass showing another alternative type of thermostatic element;

Fig. 16 is a side elevational view, partially in section, of the arrangement shown in Fig. 15; and

Fig. 1'7 is a sectional view, taken on line il-Il of Fig. 16.

Throughout the drawings similar reference characters represent similar parts although Where such parts are modified in structure or operation they are given a further diifering reference character.

Referring more particularly to Fig. 1 the portion of the electrical system indicated by the character A is preferably installed on the engine; that portion indicated by B is installed on each car; and the portion indicated by the character C is preferably on the last car of the train.

Throughout the drawings it is to be understood that all grounds are grounded to the frame of the respective train units. All grounds are preferably welded to the frame or to such part as they are connected to.

It is to be noted that portions of the electrical system shown herein are similar to that disclosed in my Patent No. 2,391,228, issued December 18, 1945, and will be described herein but briefly.

The primary electrical system includes a source of power, such as a storage battery 20 having its negative terminal grounded at 22. The positive terminal is adapted to be connected to a motor 24 by

insulated wires

26, 28 and 30, the motor being grounded at 32, there being a manually operated switch 33 interposed in the wire 26.

Interposed in the connection between the battery and the motor, and more particularly between the switch 33 and the motor, is a delayed action circuit breaker 34 and a main control switch 36 urged open by a yielding means such as spring 31, said switch 36 being a two position one havin a contact 36a for the wire 30 and another contact 361) for a purpose hereinafter described.

An electrical generator 38, operated by any suitable means such as a steam turbine or the like, is grounded at 40 and is adapted to be connected with the wire 26 by means of a circuit system which will be described later, said generator being adapted to supply current for operatin the electrical control system and/or for charging the storage battery 20.

A signal bell 44 may, if desired, be included on the engine and is connected to wire 30 by a wire 46, said bell being grounded at 48. The motor 24 is connected by any suitable well known means, such as gearing or the like, to an air valve 50 controlling the pipe line 52 of the air brake system of the train.

It should be borne in mind that the wires of the main circuit, which carry a heavy load, are relatively large to eliminate undue resistance and possible overheating when the battery delivers full power.

The control circuit includes a magnet 56 for actuating the switch 36, said magnet acting on a hinged bar 58 of iron or other suitable material which comprises part of said switch. Buttons 60 and B2 of insulating material may be attached to the magnet and the bar 58 respectively, said buttons being arranged to form a stop for limiting movement of the bar. The magnet is connected to wire 28 by a wire 64 which leaves the magnet at 65 and is adapted to be connected to an insulated wire 66 on the adjacent car by means of a hermaphrodite split plug 10 which is fully described in said Patent No. 2,391,228 as well as in my copending application for Connectors for Electric Circuits, Ser. No. 623,813, filed October 22, 1945, now Patent No. 2,555,683, issued June 5, 1951, in which application said plug is being claimed.

Wire 66 runs the full length of the car and is adapted to be connected to the wire 66 of the next car by a similar plug 70. The wires 66 of the cars may be relatively small if desired thus holding the cost to a minimum.

Each car is provided with switches 12, there being a switch 12 secured adjacent the respective ends of the usual spring plates 74 (Fig. 3) of the car trucks at each end of the cars, said switches 12 being connected by wires 16 to the wires 66 and are grounded at I33, a more detailed description of the switches being given in said Patent No. 2,391,228.

For passenger cars a signal light 18 may be installed, said signal being grounded at and connected to wire 66 by means of a wire 182 which has a switch 84 interposed therein, said switch 84 being shown as controlled by a solenoid I86 although a magnet or other suitable means may be used to actuate same.

In order to insure an electrical connection between the frames of adjacent cars, wires 88 are grounded at 92 to the respective frames and said wires are connected together through the plugs Hi. This connection provides a positive flow of current throughout the control circuit, and the arrangement is particularly desirable to insure an electrical connection between the cars should said cars have loose draw-bars and coupling pins and be passing over insulated joints of th track when derailment occurs. If such an arrangement were absent under such circumstances there might be a delay in the setting of the brakes and severe damage to equipment or personnel and passengers might result.

As shown in the drawings the car at the rear of the train is provided with a switch 96 adapted to connect wire 66 of said car to ground 98 by means of contact and wire 9?. If desired, such a switch and ground may also be included in the control circuit of other cars. This switch is provided to permit manual closing of the control circuit to effect setting of the brakes in case the engineer fails to see a hand signal or should such settin of the brakes be desirable for any other reason. The switch 95 may also be closed to test the control circuit and it therefore provides a simple and elfective means for making such a test. It is to be understood, of course, that the rear car circuit preferably also includes the switches 12 as shown for the cars at B.

The switches 72 each comprise a resilient winged member secured to the under side of the spring plate 74 and insulated therefrom by a block E28 (Fig. 3) of any well known type of electrical insulating material such as Bakelite or the like. The winged member includes wings I30 which are oppositely disposed and downwardly inclined and are adapted, when deformed upwardly, to contact switch members I32 fixed to opposite sides of the spring plate 14 by any suitable means such as rivets or the like. Each part has a horizontal portion which normally lies parallel with rails I31 and such parts may terminate in upwardly inclined free end portions. It is to be understood that the members I32 are grounded to the spring plates I4 which form part of the underframe of the respectiv cars, the grounding of said members being shown at I33 in Fig. 1. The winged member of each switch I2 is connected to wire 66 by a wire 16.

The spring plates are customarily installed between the front and rear wheels I38 and ME) respectively of each truck of a car, as shown in Fig. 3, the truck being disposed-adjacent the respec-. tive ends of the cars. An end view of a spring plate of a truck, with the switches 12 mounted thereon, is shown in Fig. 2 and it will be noted that said switches are disposed outwardly of and above the top plane of the adjacent rails I31.

The above described system is an open circuit arrangement wherein normally there is no current flowing therethrough and the operation thereof is as follows:

The delayed circuit breaker 34 and hand operated switch 33 are normally closed and the switch 36 is normally open as well as the switches I2 and the manual control switch 96. However, should a derailment occur the wheels of one side of one or more car trucks will fall outside the rails while the wheels on the other side will drop between said rails. The lower horizontal parts I38 of the switch I2 disposed between the latter set of wheels will strike the adjacent rail and will be thereby forced upward into contact with the members I32 of said switch thus closing the control circuit and causing magnet 55 to draw bar 53 toward it so as to close the main circuit switch 36. Upon closing of said switch 36 the motor 24 is supplied with current and is caused to operate, thereby opening valve 58 of the air brake system. The brakes are thus set and as the valve 59 is located on the engine at the head of the train the brakes at said head are set first, which is the most desirable arrangement, the brakes on th rest of the cars being progressively set toward the rear end of the train.

At the time the control circuit is closed the solenoid I86 is energized to close switch 86, thus turning on the warning light 18. If such a light is installed in each car of apassenger train the passengers of the respective cars are given a warning Signal that an emergency setting of the brakesis being made. The warning bell M is also caused to operate, said bell being energized when the switch 36 is closed. The engineer is thus automatically given a signal to shut off the motive power of the engine. It is to be noted that the signal light I8 is primarily intended for passenger trains and may be eliminated if desired, particularly from freight cars.

However, if desired, the motor 24 may also be connected by gearing or the like with the motive power control whereby said motive power, whether steam, electricity, or an internal cornbustion engine or the like, is shut off automatically and simultaneously with the setting of the brakes. It is also to be understood that if desired substitutions may be made for various parts of the system. For example, a solenoid may be used instead of magnet 56; a light may be used instead of the bell 44%; or a magnet may be used in place of solenoid I86. Other similar substitutions may also be made for these and other parts.

The delayed circuit breaker 3 1 is interposed in the main circuit to break said circuit after the valve 50 has been opened by the motor and the brakes of 'thetrain have been applied. An'alternative arrangement may include a self-protected motorized valve for the air line control and such a valve may be so designed and constructed as to break the main circuit when the valve is opened, thus efiecting de-energization of the magnet 56 and allowing the switch 35 to'return to its normal open position. The circuit breaker 34 could then be dispensed with.

The circuit between the generator 38 and wire 26 includes a voltage regulator, current limiter and reverse current cut out, indicated respectively at His, I48 and IE0. These elements are of well known character, and function in the well known manner so no detailed description thereof will be made.

As above mentioned the switch 33, interposed in the wire 26, is a normally closed, manually operated switch. The purpose of this switch 33 is to permit the cutting out of the entire electrical control system in case the engineer in his cab decides to halt an application of the brakes as he may do upon receiving a hot box alarm or warning from bell I52.

Means are provided, in connection with the I above described control system, for automatically giving a warning of a hot box or bearing and for thereafter automatically effecting setting of the brakes of the train if the engineer fails to act promptly in setting the brakes.

The hot box alarm or bell I52 is provided and is connected by a wire I54 to the contact 3612 of the switch 36, said bellbeing connected to ground I56 by awire I58.

Each journal box of each car is provided with a thermostat its, which will be more fully described hereinafter, and each thermostat controls a switch I62 having a movable lever or contact led, operated by said thermostat I60, and a fixed contact I55, the lever I64 being connected to ground its by a Wire Hi]. The contacts I66 are connected by wires I72 to one end of a resistor or resistance unit IIII of a control device, indicated generally at I16. The other end of said resistance unit is connected by a wire I'IB to the wire said wire He also being connected to a fixed contact H59 which is adapted to be engaged by a contact I82 of the movable end of a thermostatic element, indicated generally at I85, which may be of bimetal or other suitable character and which is connected to the resistor unit adjacent to the first mentioned end thereof. The contacts I86 and I82 and the thermostatic element I84 comprise a thermostatic switch which is normally open and which will be more fully described hereinafter. However, it is to be noted that when this switch is closed the resistor unit is out of the electrical circuit and when said switch is open said unit becomes an effective part of said circuit.

If desired, the manually operated switch may have a second contact, 9G, connected to one end of a resistor unit I98, the other end of said unit being connected to ground at I92.

There may be one such switch 86 on each train, generally on the rear unit or car thereof, although if desired, as on a passenger train, there may be one of these switches on each car.

Referring to Figs. 2 and 3, there are shown portions of a car truck having journal boxes I96 with covers I98 of well known character. Included in each journal is the brass 2530, Figs. 5, 6 and 7, on the adjacent end portion of axles 202. Each brass has oppositely disposed lugs 284 having bores 206 extending longitudinally therein and in which are received thermostats I60. There is .a bore 205 in each lug so that the brass may be used for either'the right hand or left hand journal box, but it is to be understood that there is contemplated but one thermostat Hill for each brass.

The wires connected to the thermostatic switches [62 are housed in weather proof conduits, each including a tube 2%, elbow Zlil, fitting H2 and flexible tube El i leading through the wall of the respective journal boxes and into the housing 22!), Figs. 2, a and 9.

Referring to Figs. 8, 9, and 11, which show the thermostatic unit Hill and switch m2 controlled thereby, the thermostatic unit comprises a coiled metal element 2H3 disposed within a frame 2!? having a plurality of longitudinally extending arms 2 i t which are T -shaped in crosssection. Oppositely disposed arms Bit are connected together at one end of the unit by integral members 228 which cross at said end and are fastened together at the point of intersection by a rivet 222 or the like. The adjacent end of the element 215 is also secured to the crossed members by said rivet 222. The opposite ends of the arms 218 are secured to the adjacent wall 225 of housing 226 in which the switch is located. The thermostat unit is disposed within an opening 206 in a lug 28 3 of the brass with the frame arms received in the T-shaped slots of said opening. When the thermostatic unit is in position in the opening 2% the wall 226 of the switch nousing is positioned against a gasket 233 which lies between said wall and the adjacent end of the lug 206, which receives said thermostatic unit.

Means for securing the assembly (thermostat It!) and switch I62) in. position is also provided, and, as shown, comprises a spring latch having one end secured at to the top of the housing 226, said top being substantially flush with the top of the lug. The latch extends over the top of the lug and is provided with a hooklike end 236 which is received in a recess 2% in the top of the lug.

The switch end of the metallic thermostat element Hill is pivotally connected at to a lever 249 in the housing 223, said lever being pivoted at 242 to a bracket E il secured to the fixed bottom wall portion 2-35 of said housing.

The opposite end or lever is pivotally connectcd to a second lever, which is the lever Hi l, by means of links 2:23 and pivot pins The end of lever lii i, adjacent its connection with lever 249, is turned or twisted, at 90 and is secured to a bracket 2% by pivot pin Bella or the like, said bracket being riveted or otherwise suitably secured to the top wall of the housing The housing 226 has a cover 256 which includes a part 251, forming the front wall of the housing 226, and a part 258 which forms a portion of the bottom wall of said housing. The part is hinged at 259 so that the housing may be opened for inspection, testing and/or repair of switch I62. The part 253 of the cover 255 is provided with a resilient spring latching member 260 adapted to engage a small boss Bill of the fixed bottom wall portion 245. The cover 253 is therefore releasably secured in the closed position.

Contact I66 is located within the housing and is so positioned as to be contacted by lever 164, said contact I56 comprising a pair of resillent, spaced, winged contact members into secured to the lower end of a spring member by rivets 264 or the like, the upper end of said spring member 262 being insulatably secured at 266 to the top wall of housing 226. The contact members [56a are insulated from the adjacent cover part 251 by an insulating stop 268 secured to said part 25l. Wire H2 is soldered or otherwise suitably secured to spring member 262 and ground wire H0 is soldered or otherwise suitably secured to lever I66. As the lever 262 is of resilient material it may be resiliently moved by hand so as to cause the contact N36 to engage the lever [64 when testing the unit after the cover 255 has been lifted.

Should a hot box occur, heat from the journal brass 200 heats up the thermostatic unit and thermostatic element 2H5 expands more than its frame, resulting in the left hand end, as shown in Fig. 9, moving toward the left, through an opening 210 in housing 226 and causing the free end of lever 24E! to move in a counterclockwise direction. This eifects a clockwise movement of lever H54 until the free end thereof enters between the contact members IBGa with a wiping movement thereby closing the switch I62. The wiping movement of the switch member I84 cleans the contacts of corrosion and the like and thereby provides an effective and sure contact.

When the switch IE2 is closed the control circuit is energized, said circuit including the resistor element 1 M and the wires 38. Because the resistor element I'M is included in the circuit the power transmitted through the circuit is less than the normal full output of the battery 20 so that the magnet 56 will attract the bar 58 of switch 38 only sufficiently to cause said bar or switch element to engage contact 3517. This will result in energization of bell I52 which then sounds an alarm indicating there is a hot box on one of the train units.

Upon energization of the control circuit the resistor [l4 begins to heat up and warm the thermostat 434. Should the engineer then fall to act within a short period of time after bell I52 has sounded, as for example, one and a half or two minutes, the thermostat 284 will be sufficiently warmed up so that its free end, carrying contact Hi2, will move so that said contact will engage the contact Hit. Thereupon the resistor will be cut out of the circuit and more power from battery 20 will flow through the control circuit and cause magnet 56 to further attract the bar 58 so that it will engage contact 3611 and effect energization of the motor 24 which will operate the valve 50 and cause the air brake system to apply the brakes or the train.

Upon cooling of element 2l8 the end thereof connected with the lever 240 moves toward the right and draws said lever and the lever I64 back to their normal position.

It is to be noted that while the contacts I and 32 are shown as touch contacts in the drawings this invention contemplates the use of contacts which will make with a wiping action as in the case of contacts H34 and Nita.

The switch 93 is provided so that should one of the trainmen wish to sound alarm I52 said switch may be manually moved to contact 59, thereby completing the control circuit through resistor is?) which is of substantially the same resistance as resistor lid. Thus only a sufficient amount of current will flow through the control circuit to eilect closing of the circuit for the bell I52. Should the contact 95 be engaged by the switch member 9% greater power will be supplied to magnet 56 for effecting setting of the brakes.

In the alternative arrangement of the thermostatic journal box element shown in Figs. 12, 13 and 14, the thermostatic element is indicated at 212 and comprises a corrugated liquid filled,

sealed tube which is shown as soldered or brazed at the inner end, as at 214, to the adjacent parts of, the. frame 211. The opposite end of the element 212 is provided with an axial rod 215 which projects through the opening 2'|0 in housing 226 and has a hole 216 therein adjacent its end for reception of a pin to provide a pivotal connection with the lever 249 for actuation thereof.

In the alternative arrangement shown in Figs. 15, 16 and 17, the thermostatic element is a bimetallic strip, indicated at 218, disposed in a tube 219 received in the opening 209 of the journal. box brass. The tube 219 is provided at its inner end with a plug 280 having an oblong opening in which the inner end of the bi-metallic element 218 is secured in any suitable well known manner. The free end of the element 219 has a pin and slot connection 282 with the adjacent end of twin levers or contact members I941: which are pivoted at 284, intermediate their ends, to the lower end of a supporting strip 295, the upper end of said strip 285 being secured by rivets 29l 'or the like to the top wall of the housing 226.

When the free end of thermostatic element 2E9 moves upwardly the free ends of levers [9411 move in a counterclockwise direction for contacting, with a wiping motion, the contact member $911. Contact member 166d is insulatably secured to housing 226a at 22 5b and ground wire I is suitably secured to l64a whereas wire H2 is fastened into electrical contact with IBM.

Downward movement of the free end of the bi-metallic element 218 reverses the movement of lever H541; and results in opening of the switch The present invention also includes a telephone system connected into the above described electrical system and is operable without other wiring through the train. As the telephone circuits and parts are well known they will be but briefly described.

There are two parts to said telephone system shown, one part or station 280, being on the engine and the other part or station, 282, being at the rear of the train. Directly connected intermediate stations of the plug in type may also be provided if desired.

Each station is provided with a repeating coil 2-9I, the coil of station 289 being connected by a wire 292 with the wire 65 and the coil of station 282 being connected by a corresponding wire with the wire 66.

The repeating coil of each station has a wire connection 293 with a ground 294 which. connection includes a condenser 295 and a freeze plug, or fuse 296. From the repeating coil of each station are the wires 2.91 and 298 having connections with the usual bell 299, a hand cranked magneto 300 and receiver 394. Interposed in wire 29! is a condenser 99!, said wiring leading to the switch 302 controlled by the usual hook 303 for the receiver 394. There is also provided a transmitter 305 and induction coil 3% having primary and secondary windings 30'! and 308 respectively. The transmitters 30.5 are supplied with direct current by batteries 309 for the primary circuits.

The telephones are preferably of the conventional wall type and work the same with the exception that the message is carried over the secondary circuit of the control system instead of over a separate wire. The return is through the ground or frames et cetera of the cars of the train. For example, station 2230 delivers the message in the. conventional form of electric current to repeating coil 29!, by way of wires 29'! and 298, whereupon coil 29! induces a like electric current into wire 292 and thence to wire 65, wire 69 and wire 292 of the repeating coil 29l of station 202 whereat a like current is induced in the

wires

291 and 298 of that station for actuating the receiver 304 thereof.

The condensers 295 prevent the direct current from battery 20 in wires 9'5, 66 and 292 from reaching ground 294.

Should a condenser 295 become cracked or otherwise leak the direct current from battery 20 through to ground 294, the respective fuse 296 will burn out and break the circuit before the brakes of the train can be set by switch 36.

It is to be understood that the telephones use an all metallic circuit through the ground, as the grounds 294 are connected to the underframe of the engine and cars of the train.

I claim:

1. In an electrical system for controlling the application of the brakes of railroad trains and the like, having an automatic brake system including means for directly controlling said automatic brake system: a main control system including a source of power; electrically operable means for actuating the means for directly controlling the automatic system; means, including a main switch, adapted to connect the electrically operable means with the source of power; a control circuit extending substantially the length of the train; electrically actuated means connected with the control circuit and adapted to be controlled thereby, said electrically actuated means being so constructed and arranged as to actuate the main switch; a control circuit switch having a movable switch member and a contact member having a resilient support whereby the latter contact member may be manually urged into engagement with the movable switch member; and a temperature responsive device for actuating the movable switch member of said control circuit switch, said temperature responsive device being located adjacent a journal of the train and being responsive to the temperature thereof.

2. In an electrical system for controlling the application of the brakes of railroad trains and the like, having an automatic brake system including means for directly controlling said automatic brake system: a main control system including a source of power; electrically operable means for actuating the means for directly controlling the automatic system; means, including a main switch, adapted to connect the electrically operable means with the source of power; a control circuit extending substantially the length of the train; electrically actuated means connected with the control circuit and adapted to be controlled thereby, said electrically actuated means being so constructed and arranged as to actuate the main switch; a control circuit switch having a movable switch member and a contact member having a resilient support whereby said contact member may be manually urged into engagement with the movable switch element for testing the system; a temperature responsive device for actuating the movable switch member of said control circuit switch, said temperature responsive device being located adjacent a journal of the train and being responsive to the temperature thereof; and a switch box having a hinged cover and releasable latching means therefor, said switch box being disposed within the journal housing of a train unit and housing the control circuit switch.

3. In an electrical system for controlling the application of the brakes of railroad trains and the like, having an automatic brake system in-- cluding means for directly controlling said automatic brake system: a main control system including a source of power; electrically operable means for actuating the means for directly controlling the automatic system; means, including a main switch, adapted to connect the electrical- 1y operable means with the source of power; a control circuit extending substantially the length of the train: electrically act ated means connected with the control circuit and adapted to be controlled thereby, said electrically actuated means being so constructed and arranged as to actuate the main switch; a control circuit switch;

a temperature responsive device for controlling said control circuit switch, said tem erature responsive device being located in an opening provided therefor in a brass of a train unit journal and responsive to the temperature thereof; a switch box having a hinged cover, said switch box being disposed within the housing of said journal and housing the control circuit switch; and a releasable latch for attaching the switch box to the end of the journal brass.

4. In an electrical system for controlling the application of the brakes of railroad. trains and the like having journal boxes, said trains also having an automatic brake system including means for directly controlling said automatic system: a main control system including a source of power; electrically operable means for controlling the means for directly controlling the automatic system; an electrical alarm signal; a main switch having a contact for connecting the source of power with the a-larm signal and a contact for connecting said source of power with said electrically operable means; a control circuit ex tending substantially the length of the train; electrically actuated means connected with the control circuit and adapted to be controlled thereby, said electrically actuated means being adapted to actuate the main switch to connect the source of power with the alarm signal when energized from said source by power of a predetermined value and to actuate said main switch to connect said source of power with the electrically operable means when energized from said source by power of another predetermined value; a control circuit switch for said control circuit; a thermostatic element for controlling said control circuit switch, said thermostatic element being positioned adjacent a journal box of the train so as to be responsive to the temperature there-- of; a resistance element interposed between the control circuit switch and said control circuit; a resistance element out out switch; and a temperature responsive device, responsive to the term perature of said resistance element, for control ling said out out switch.

5. In an electrical system for controlling the application of the brakes of railroad trains and the like, having an air brake system including an air valve controlling the air line, said train comprising a plurality of units: a main control system including a source of electric power; electrically operable means for actuating the air valve; an electrically operated alarm signal; a main switch having one position for connecting the source of power with the alarm signal and another position for connecting said source of power with the electrically operable means; a

control circuit extending substantially the length of the train with portions of said circuit on said units; electrically actuated means connected with the control circuit and controlled thereby, said electrically actuated means being so constructed and arranged as to actuate the main switch to said one position when energized by power of a predetermined value and to actuate said main switch to the other position when energized by power of a higher predetermined value; a resist ance element having one end connected with the control circuit; a normally open control circuit switch connected with the other end of said resistance element; a thermostatic element for controlling the control circuit switch, said thermostatic element being located adjacent a journal. bearing of a train unit so as to be subjected to the temperature thereof and to close the con-- trol circuit switch when the journal becomes overheated; a normally open resistance element cut out switch; and a temperature responsive de-- vice responsive to the temperature of the resistance element and adapted to close said out out switch when the temperature of the resistance element rises above a predetermined value.

6. In an electrical system for controlling the application of the brakes of railroad trains and the like, having an automatic brake system including means for directly controlling said automatic brake system: a main control system including a source of power; electrically operable means for actuating means for directly controlling the automatic system; means, including a main switch, adapted to connect the electrically operable means with the source of power; a control circuit extending substantially the length of the train; electrically actuated means connected with the control circuit and adapted to be con trolled thereby, said electrically actuated means being so constructed and arranged as to actuate the main switch; a control circuit switch having a movable switch member and a contact member having a resilient support whereby said contact member may be manually urged into frictional engagement with the movable switch member for testing the system; and a temperature responsive device operable to actuate said movable switch member, said temperature responsive device being located adjacent a journal of the train and responsive to the temperature thereof.

7. In an electrical system for controlling the application of the brakes of railroad trains and the like, having an automatic brake system including means for directly controlling the automatic system: a main electrical control system including a source of power; electrically operable means for controlling the means for directly controlling the automatic system; an electrical alarm signal; a main switch having a contact for connecting the source of power with the alarm signal and a contact for connecting said source of power with said electrically operable means; a control circuit extending substantially the length of the train; electrically actuated means connected with the control circuit and adapted to be controlled thereby, said electrically actuated means being adapted to actuate the main switch to connect the source of power with the alarm signal when energized by power of a predetermined value and to actuate said main switch to connect said source of power with the electrically operable means when energized by power of another predetermined value; a resistance element in said control circuit; a normally open temperature responsive journal box switch, responsive to an increase in the temperature of said journal box for energizing the control circuit; and a temperature responsive resistance element cut out switch located adjacent to said resistance element, said out out switch being adapted when heated by said resistance element, to move to a position Whereat the resistance element is bypassed.

LESLIE DAY.

REFERENCES CITED The following references are of record in the file of this patent:

Number 14 UNITED STATES PATENTS Name Date McWilliams et a1. Feb. 20, 1912 Walker Dec. 23, 1924 Siperek June 2, 1925 Wensley Oct. 27, 1925 Faus July 25, 1933 Ziegler July 4, 1939 Knos Oct. 31, 1939 Baughman Sept. 25, 1945 Day Dec. 18, 1945