GB530320A - Improvements in and relating to a system for heating a space such as an aircraft cabin subject to super-charging - Google Patents

Abstract

530,320. Heating aircraft. PRICE, N. C., and BOEING AIRCRAFT CO. June 8, 1939, No. 16845. [Classes 64 (ii) and 64 (iii)] Relates to means for heating aircraft cabins which are subject to wide variations of temperature and pressure conditions. A steam generator 1 in the exhaust pipe 9 is connected to a radiator 2 in the air intake 91 leading to the cabin, and condensate passes to a tank 30 from which it is returned by a pump 3 to the boiler. A sump 4, Fig. 3, is connected to the system, and water is expelled from it by heat derived from exhaust gas passing through the conduit 46. The rate of circulation of steam and therefore the rate of warming of the air in the conduit 91 is controlled by regulating the rate of the pump 3. When the system is not in use, all water drains to the sump 4, which is of sloping shape to resist damage by freezing. The boiler 1 is constructed as described in Specification 530,361. The radiator comprises tubes 23, Fig. 6, through which air passes, arranged within a shell 24 through which steam passes. Air initially within the closed system passes into the jacket 25 through an opening at its lowest point, and condensate is discharged through pipe 22. The air expands and refills the system when cold. The condenser is supported at its junctions with the conduit 91 by rubber sleeves to prevent vibration. The pump, Fig. 7, comprises a plunger 31 reciprocating in a cylinder 32, and having a stem 33 controlling an electric circuit for operating the valve 34 by means of a solenoid 36, which, when energized, is attracted by a fixed pole 38. The pump is driven by the pressure fluid used in the hydraulic remote control system of the aircraft, which is supplied and discharged through conduits 51, 52 respectively to and from the working cylinder 50. The rate of working of the pump is controlled by thermostatically adjusted valves in the cabin and in the duct 91. The solenoid circuit is controlled by the reciprocation of the bell crank lever 81, 82, coacting with the contact 84. The pump is started and stopped by a thermostat 8 in the cabin and thermostat 80 in the air duct 91, and a pressure limit switch 85 subject to the pressure in the tank 30 through which the fluid passes to the pump.