US1854090A

US1854090A - Refrigeration apparatus

Info

Publication number: US1854090A
Application number: US252304A
Authority: US
Inventors: Wright Leonard Kay
Original assignee: Individual
Current assignee: Individual
Priority date: 1928-02-06
Filing date: 1928-02-06
Publication date: 1932-04-12
Anticipated expiration: 1949-04-12

Description

April 12, 1932. L. K. WRIGHT 1,854,090 REFRIGERATION APPARATUS q 7 Filed Feb. 6,19 2 8 5 Sheets-Sheet 1 amq April 12, 1932. I wRlGHT 1,854,090

REFRIGERATION APPARATUS Filed Feb. 6, 1928 5 Sheets-Sheet 2 Z ammo/f Mela/Ir 1.. K. WRIGHT 1,854,090

REFRIGERAT ION APPARATUS April 12, 1932.

5 Sheet s-Sheet 3 Filed Feb. 6, 1928 L. K. WRIGHT REFRIGERATION APPARATUS April 12, 1932.-

s Sheets-She et 4,

Filed Feb. 6, 1928 L. KMWRIGHT REFRIGERATION APPARATUS April 12, I932.

' A Filed Feb. 6, 1928 5 Sheets-Sheet '5 ii -1: tvwflfifl Hm.

abtomoq Patented Apr. 12, 1932 LEONARD KAY WRIGHT, F JACKSON HEIGHTS, NEW YORK REFRIGERATION APPARATUS 7 Application filed February 6, 1928. Serial No. 252,304.

This invention relates in general to refrig erators and more particularly to a refrigerating apparatus for moving vehicles.

revious to this time the apparatus used for cooling refrigerator cars and similar vehicles have usually embodied certain fundamental difiiculties, which this invention seeks to overcome. The usual mechanisms have been generallynot adapted to withstand the shocks incident to transport, as the complicated character of the apparatus has generally made delicate adjustments necessary. This difficulty has been particularly apparent in refrigerating apparatus of the mechanical or absorbent type as the maintenance of a source of power or the storage of the absorb "ent on a moving vehicle often gives rise to almost insurmountable difficulties. Also the apparatus heretofore employed has usually not been adapted to withstand theeflects of wide temperature changes which arise in installations of this kind where the apparatus is constantly being transported to difierent localities and being subjected to varying climatic conditions.

To overcome the above and other disadvantages inherent in the refrigerating apparatus employed in the past is the foremost object of this invention. More specifically an object of this invention is to provide a self-sustaining apparatus which does not require a motor or other mechanical source of power.

Another object of this invention is to provide a refrigerating apparatus adapted to withstand the shocks and movement of mobile installations.

Another object of this invention is to provide a refrigerating apparatus of the adsorbent type that may be operated by various types of fuel."

A further object of this invention is to provide a process of refrigeration. I To accomplish the above and other important objects, as will more fully appear herevaporizing a refrigerant, condensingthe vapori zed refrigerant, and evaporating the condensate', the combination thereof and a suitable apparatus to be hereinafter more fully set forth and'claimed with the understanding in, my invention consists in general means for for carrying the same into efl'ect that the necessary elements comprising my invention may be varied in construction, proportion and arrangement without departing from the spirit and scope of the appended claims.

To insure an adequate comprehension of my invention, but Wishing it to be distinctly understood that various modifications may be made in the structure herein shown and described without departing from the spirit and scope of my invention, reference is made to the accompanying drawings in which similar numerals indicate corresponding parts:

Figure 1 is a view partly in section and partly in elevation of a refrigerator car equipped with the apparatus forming the subject matter of this invention.-

Figure 2 is a partial end view of that part of the car which houses the heating apparatus.

Figure 3 is a top view of Figure 2.

Figure 4 is a view along the line 4-4 of Figure 1, looking in the direction of the arrows- Figure 5 is a view along the line 55 of Figure 1, looking in the direction of the arrows.

Figure 6 is a detailed view of a switch panel. j

Figure 7 is a' detailed view along the line 77 of Figure 5, looking'in the direction of the arrows.

Figure 8 is a detailed view in section along the line 88 of Figure 1, looking in the direction of the arrows.

- Figure 9 is aview along the line 9-9 of Figure 8, looking in the direction of the arrows.

. Figure 10 is a detailed view of the adsorbing tank.

Figure 11 is a view along the line 11--11 of Figure 10, looking in the direction of the arrows.

Figure 12 is a perspective view of the refrigerating apparatus.

Figure 13 is a diagrammatic showing of the preferred electrical circuit.

Figure 14 is a sectional view of a modification of the apparatus, the adsorber-ge'nerator being omitted from the drawing.

Figure 15 is a partly broken-away view along the line 1515 of Figure 14, looking in the direction of the arrows.

Figure 16 is a partly broken-away view along the line 1616 of Figure 14, looking in the direction of the arrows.

Figure 17 shows the preferred method of arranging the evaporating coil in the alternative form of apparatus.

Figure 18' shows a modified arrangement of the evaporating coil.

Referring by numerals to the drawings and more particularly to Figure 1, there is shown a freight car having a roof 1 of the hipped type, more fully illustrated, in Figure 2. This roof is provided with the usual running board 2 along its ridge. A rear wall 3, a front wall 4, and side walls 6 and 7 are mounted on a base or floor .5 of the 20 usual construction. 1

The front wall 4 is screened as at 8 in Figure 2 to permit the entrance of air to that portion of the freight car, and wings 9 and 11, as shown in Figures 2 and 3, are provided.

on the side of the front wall 4 in order to direct air within that portion of the car. The wings are mounted in such a manner that the air will be directed into the compartment regardless of the direction of movement of the car.

A partition 12 is mounted near the front of the car, to effectively shut ofi'a portion of the:

car from the remainder, and prevent the entrance of air to the interior of the car proper. Doors 13 of the conventional refrigerator type are provided in the walls 6 and 7, which, together with the various walls, and bottom of the car are made of suitable insulating material to prevent a heat exchange, and are of the usual specifications for use in a refrigerating car.

The refrigerating apparatus forming the subject matter of this invention comprises an adsorber-generator tank 14, which it may be seen, referring more particularly to Figure 10, is provided with a cylindrical wall 15, a convex top 16, and a concave base 17 Of course under suitable circumstances a modification of the shape herein shown and described may be made. As will be hereinafter pointed out, heat is applied to the adsorbergenerator in order to drive off the refrigerants. It is desirable that the heat be concentrated on the tank 14, and that the loss of heat from the tank be kept as low as possible. The

transfer of heat from the adsorber-generator to the rest of the car is of course to be avoided, for it would materially decrease the efliciency of the refrigerating part of the apparatus. Toprevent this I have provided a shield 18, composed of asbestos or other heat insulating material, which surrounds the tank 14 and the heating an beneath the tank, which will be hereinafter described. This shield prevents the radiation of heat to the rest of the compartment, and concentrates the heat upon the adsorber-generator and its contents.

A crown 19 is secured to the top of the adsorber-generator, as shown more particular- 115y in Figure 10. The crown forms a tight t with the tank and any heat arising from the top of the tank 14 is confined to the area between the crown 19 and the tank. A funnel 21 is provided in the crown, and extends through the roof of the car. The heat that is given off from the top of the adsorber-generator is therefore conveyed from the interior of the car to the atmosphere where it so escapes. A cap 22, shown in Figure 1, is mounted in the top of the funnel 21.

A pipe 23 is joined in a fluid-tight relationship to the top of the adsorber-generator, and

extends in a tight fit through the top of the 35 crown 19. This pipe 23 is adapted to convey a refrigerant from the interior of the tank 14 to the rest of the system. It is also the conduit through which the refrigerant asses to the adsorber-generator after the re riger- 9o ating cycle.

, A wire 24 passes through the crown 19 in a fluid-tight t, and is joined to a pluralit of resistance coils '25, spaced within the tank 14. These coils 25 extend substantially vertically through the tank 14, and form one of the means of heating the tank and its contents. Under certain circumstances, a single coil may be positioned in the center of the adsorber-generator, but it is usually preferable .to employ several coils spaced within the tank in order to secure a more uniform dispersion of heat.

Another means of heating the tank, which will be hereinafter discussed, is by applying heat from a source beneath the tank. Ordinarily, the application of heat to the base of the tank would not be desirable, for the length of time required for the heat to permeate the entire tank and its contents, parn ticularly the upper strata, would increase the length of time necessary to secure the most eflicient operation of the apparatus. I have therefore shown a plurality of tubes 26, which are welded, brazed, or otherwise suitably secured in the top 16 and base 17 of the adsorber-generator. It will be observed that these tubes extend substantially vertically through the interior of the tank, and permit the passage of hot air from the source of heat, beneath the tank, through the interior of the tank and out at the top. These tubes materially aid the rapid and uniform distribution of heat 'throughthe mass of the tanks contents.

Another method of heatin the adsorbergenerator is by the passage 0 steam, hot water, or other heating medium through the interior of the tank. I have shown a coil 27, which spirally passes through substantially 25, are totally surrounded by the adsorbent" the length of the adsorber-generator. The coil 27 issupplied with the heating medium from a pipe 28, which passes through the tank in a fluid and heat-tight joint, and as the heating medium flows through the coils the heat transfer effected with the tanks contents is practically uniform through the mass. The extent of the coil, of course, may be varied depending upon the conditions of operation, but I find that the preferable form is that shown in Fig. 10, in which the coiled pipe extends from substantially the top ofthe tank to the base. A pipe 29, which passes through the wall 15 and shield 18 is either integral with or joined to the coil 27, and conducts the heating medium such as condensed steam from the adsorber-generator.

It is of course obvious that the shape of the channel 27 need not necessarily be in the form of a coil, as shown in Fig. 11, for either a straight pipe or convolutions of a pipe may be substituted for the coil under certain conditions. j

The tank 14 is filled with a suitable adsorbent 30 or absorbent, or a' combination of both. The exact extent to which the tank is filled with the agent is optional, depending upon the circumstances, but the preferable amount under most conditions practically fills the tank.- It will therefore be seen that the

tubes

26 and 27, and the resistance coils or absorbent. As above pointed out, the ar rangement of the various tubings guarantees a uniform and thorough distribution of heat through the mass of adsorbent or absorbent.

As above indicated, athird method of heating the adsorber-generator and its contents is b applying the heat externally to the tank. '1 carry out this method, I have provided a pan 31, which has an asbestos'mat-or porous clay tile 32 secured on its base.- This pan is positioned immediately below the base 17 of the adsorber-generator. Mounted in the pan is a well 33 which supports 'a thermostat 34 of a conventional type. This thermostat is provided with a cold contactpoint 35. and a hot contact point 36. A finger 37, com posed of two strips of metal, having different coefficients of expansion, is secured to a binding post 38. The hot and cold? contact points and the binding post 38 are each joined-towires which form parts of circuits.

The exact electrical hookup will be hereinafter described. When the temperature in the vicinity .of the thermostat is low, the bi? metal finger 37 contacts with the cold point 35, establishing one electrical circuit. Wherrthe temperature increases the finger 37 bends and contacts with the hot point 36, establishing a different circuit.

A jet 39 is mounted in the pan 31 providing a' burner for gasoline cohol or some other suitable f plug 40 of the conventional type is mounted kerosene, al-

uel. A spark in the pan adjacent the jet 39, and is supplied with electricity by means of a wire 41. The jet 39 is supplied with fuel through the pipe 42. When fuel is introduced into the jet 39 and dispersed into the atmosphere, the spark plug 40 ignites the fuel. As will be hereinafter set forth the spark'plug 40 is controlled by appropriate means to oper-) tem, which may be regulated by the valves to be hereinafter more fully described. When the temperature of the adsorbent is lowered, the gaseous refrigerant is drawn into the tank 14, so that it permeates the adsorbent therein. lVhen heat is applied to the tank by any of the systems shown and described herein or by other suitable means, the gas is driven off from the adsorbent and forced pipe 46, and thence into a condenser 47. It

is manifest that any type of condenser found most suitable for the particular requirements -may be employed. In passing through the condenser 47 the refrigerant is liquefied, and is adapted to drain into a-storagevtank 49 through a pipe 48. It is to be observed that the condenser and storage tank 49 are positioned outside of the body of the car, whereby they are subjected to the temperature of the atmosphere. The wings 9 and 11 aid in this atmospheric cooling, for theyvdirect a current of air onto the condenser regardless of the direction of movement of the car, when the car is in motion.

The storage tank, as shown in Fig. 8, is

formed with bulged ends 51 and cylindrical sidewalls 52. A series of bafiie plates 53 are mounted along the length of the tank 49 providedwith apertures 54 in the top and base, and mounted in the tank, either by means of soldering or other appropriate methods, as shown in Fig. 9. The plates 53 are positioned in the tank 49 with a: space left between the plates and the walls 52 of the tank except at the points 55' when the plates are joined to the walls.

The bafile plates 53 are adapted to pre vent any appreciable surging of the liquefied refrigerant from. one end to the other" of thev tank, such as would ordinarily occur :during. the movement of a freight car. The

plates-therefore prevent the wash of refrigerant within the tank and tend to maintain a wuniform level of the refrigerant. This not lar importance, in connection with the circuit control device, to be hereafter discussed.

A well 56 extending above and below the tank 49 and provided with apertures 57 at the top and bottom is suitably mounted in the walls 52 of the tank.- A plate 58 is threaded or otherwise fastened on the top of the well, and between the plate 58 and a cap 59 there is clamped a non-conductive bearing plate 61 having a plurality of binding posts or plugs 62,63 and 64. The plug 63 is formed with an enlarged shoulder 65, and a similar plug, not shown, is provided adjacent the plug 63, between which two plugs there is pivotally supported a mercury tube 66.

Wires 67 and 68 connected to the plugs 62 and 64 respectively are fused in each end of the bulb. A wire 71 is connected to the plug 63 and the shoulder 65 is adapted to conduct a current to a contact (not shown) within the bulb 66, which contact may be designated 65'. The mercury within the bulb is designed to establish a contact between the end fused in the bulb of either the wire 67 or the wire 68 and the contact 65. Wire 67 forms part of one circuit and wire 68 forms part of another circuit, while the shoulder 65 and contact 65' are common to both the circuits. It will therefore be seen that when the bulb is tilted in one direction, one of the circuits will be closed and when it is tilted in the opposite direction the other circuit will be closed.

A rod 75 extends through a fused ring 76 on one end of the tube 66 and has beads 77 above and below the ring. Vertical movement of the rod 75 therefore results in a pivoting of the bulb 66 on the supports 65.

A float 78 provided with a channel 79 through the center is slidably mounted on the rod 75. The channel 79 is composed of a tube extending in a fluid tight fit throughthe float 78. A tube 80 extending almost to the base is inserted in a fluid tight fit within the bulb and is adapted to afford an equilization of internal and external pressure, and prevent the collapse of the float.

A float 78 shown herein as spherical in shape. although not limited to such form, is

slidably mounted on the rod 75. Secured diametrically in the float 78 is a piece of tubing 79, welded, brazed or otherwisesuitably mounted in the float in a fluid and pressuretight fit to afford a channel for the rod 7 5. The rod 75 extends through this tubing 79, and the relative size of the rod 75 and the channel provided by tlre tubing 79 is such that movement of the float on the rod is free anal unrestricted within certain limits on the ro There is inserted in the float, in a fluid and pressure-tight fit, a tube 80. This tube extends to substantially the base or lowest part of the float, and its external end is bent as at 81. During a refrigerating process there are marked fluctuations in pressures within the system, and considerable difficulty has been heretofore experienced because of these fluctuations. Floats and other hollow Vessels with a refrigerating system have frequently been crushed by the high pressures to which they have been subjected. By means of the tube 80 there is maintained an equalization of pressure between the interior and exterior of the float, thus preventing a collapse of the float.

In view of the fact that there is an open tube extending into the float there collects to a certain extent vaporized particles of refrigerant within the float, which subsequently condense under an increase in pressure. The bent end 81 of the tube 80 prevents to a certain extent this collection within the float, but does not entirely do away with this objection. The tube 80, however, provides a means whereby the refrigerant within the float may be readily expelled. The condensed refrigerant or liquid refrigerant leaking inwardly frequently immerses the lower portion of the tube. Therefore when the pressure within the system is reduced, as during the evaporating cycle, the higher pressure which has been built up within the float during the heating cycle forces the condensed refrigerant out through the tube. Refrigerant finding its way into the float as the result of a minor leak within the float is also expelled by this tube.

It is of course obvious that variations may be made in the shape of this float, although I have found that under most circumstances the spherical form is to be preferred.

The float 78 is adapted to rise and fall, on the rod within the limits of beads 82 positioned near the top and bottom of the rod, as the liquid level within the well 56 varies. The float 78 is free to slide on the rod 75 without imparting any motion to the rod until it contacts with either one of the beads. Thereupon movement of the rod causes the mercury bulb to swivel on its pivot, and thus closes the circuit between the wires 67 and 71 when the mercury bulb is tipped to the position shown in Figure 8, or if the mercury bulb is tipped to the reverseposition, a circuit between the. wires 68 and 71 is established.

, The liquefied refrigerant introduced into the tank 49 through the pipe 48 is adapted to pass out of the tank 49 by way of the pipe 83, connected to a valve 84 similar to the

valves

43 and 44. After passing through the valve 84. the refrigerant enters the pipe 85 by which it is conducted to a secondary receiving tank 86. p The receiving tank 86 is suitably secured near the top of the freight car, or other vehicle, and is supported at an angle as shown in Figures 1, 7 and 12. The tank 86, as shown in Fig. 7, is provided with surge plates or baflles 87 similar to the baffles 53 in the receiving tank 49. Upon the base of the lower end of the tank 86 is connected an outlet pipe 88 communicating with a well 89. The well and associated mechanism designated generally as 89 is a du licate of that in the receiving tank 49, an adapted to operate in a similar manner. The mercury tube in the well 89 is designated 91 to distinguish it later from the tube 66, although the various contacts bear the same numerals as the contacts of tube66. A pipe 92 provided with a flange 93 bolted to a flange 94 fixed on the end of a pipe 95 extends into a secondary receiving tank 96 similar to the tank 86. The flanges are provided to facilitate the assembly of the apparatus and if desired may be eliminated. The tank 96 is also angularly mounted and slopes in the opposite direction to the tank 86 so that the adjacent lower ends of both of the tanks rest on the same plane. By this arrangement of the

tanks

86 and 96, and the position of the pipes, the liquid levels within the well 89 and the

tanks

86 and 96 will be the same. A section of. pipe 97 is Td into the pipe 95 and on the end remote from the T there is positioned a valve 98, which, in turn, is connected to another section of pipe 99. The pipe 99 is connected, by means of flanges or unions 101, to a section of pipe 102 joined to an expansion valve 103. A bulb 104, containing an expansible fluid thermostatically controls the operation of the valve 103."

A section of pipe 105 having a union or flange 106 interposed is joined to the valve 103 so that the expansion valve maybe removed, in which case a section of pipe may be substituted and the operation of the system continued, by adjustment of the stop valve 98.

The section of pipe 105 is joined to a valve 107 so that when the valves 98 and 107 are shut, the valve 103 may be removed without the loss of any refrigerant within the system.

The valve 107 is joined to a section of pipe 108 which is'Td to a pipe 109, provided with flange 110 engaging a corresponding flange 111 on a pipe 112. The pipes 109 and 112 are bent, or formed in convolutions, as shown at 113 and 114 respectively, providing an evapcrating coil. The pipes 109 and 112 empty into a header 115, made in two sections and provided with flanges 116, whereby it may be taken down or assembled. It will be observed that the well 89 is positioned in the header line 115 so that any refrigerant evaporating in the well 89 may readily pass off into the header. By this arrangement, no gas pressure can occur in the well 89 to vary the liquid level therein from the level in either of the

tanks

86 or 96. It will be observed that by means of the

flanges

93, 94, 110, 111 and 116 the evaporating portion of the apparatus may be assembled in sections. Pipes 117,-

117 118 and 118 extend from the header 115 to the

tanks

86 and 96.

To secure the highest efliciency in an apparatus of my type it is desirable that the refrigerant return to the adsorber-generator in' the form of a gas, but frequently during the evaporating stage the volatilzed refrigerant in rushing and bubbling through the evaporator coils may entrain some liquid. Should this occur in my apparatus, the pipes 117, 117 118 and 118' andthe well 89 will separate and drain off the liquid refrigerant before it reaches the adsorber-generator.

When the refrigerant is sucked or blown from the storage tank 49 to the

secondary tanks

86 and 96, it is in a liquid phase, and is retained in the

tanks

86 and 96 as a liquid, although during the refrigeration cycle there may be a limited evaporatlon in the secondary receivers. Still as a liquid, it passes from the tanks 86 and'96 to the expansion or regulating valve 103. After passage through the valve 103, the refrigerant is vaporized in the coils 113 and 114 and passes into the header 115.

Referring more particularly to Fig. 5, it will be observed that the

tanks

86 and 96 are positioned near the top of the car, midway between the side walls, suitably supported by means not shown. Coils 113 and 114 extend from the secondary receiving tanks at an angle inclined to the horizontal. By inclining the coils 113 and 114 the liquid refrigerant can flow by gravity through the expansion valve 115. On evaporating, the refrigera-nt will rise through the evaporating tubes and return to the header. Supports, not

shown, are provided for the evaporating coil in addition to the support received by reason of their connection to the secondary receivers.

Beneath the

tanks

86 and 96 and the evapodeck 119 and'baflle 121 are provided with a suitable insulating material 120, and on the top of the deck 119 and the side of the baflie 121 adjacent the wall 7 there is imposed a layer of tin, galvanized metal, or other appropriate material to prevent a collection of moisture on the insulation, thereby preserving its efiiciency. The interior of the car is lined with galvanized metal, or some other suitable material 122. This preserves the wood and heat insulation of the car. The metal 122 is curved at the various angles as at 123, 124, 125 and 126. In a refrigeration car it is essential that the air be circulated throughout the compartment in order to maintain the contents of the car free from decomposition or freezing. By providing the curves just described in the lining of the ;car there is prevented the formation of air pockets, and thecirculation of air within the car is facilitated. As a further precaution against the formation of air pockets, an arcuate member 125 is provided at the angular junction of the vertical baflie 121 and the slopin deck 119.

Bac s are rovided on the floor of the car, made u of ongi tudinalspaced-apart runners, 12 and 128, secured to

transverse beams

129 and 131. The

beams

129 and 131 are hinged asat 132 and 133 respectively so that the racks may be raised to a vertical position and the car readily cleaned. These racks aid in maintaining the air in the car in a state of circulation and insure that all of the contents of the car are subjected to a constant draft of cooled air. a

This particular arrangement of the evaporating section of the apparatus and the baffles and associated mechanism provide means whereby the air in the car is in constant motion. Air coming in contact with the secondary receivers 86 and 96 (which, as .hereinbefore stated, provide a limited refrigerating effect by reason of the partial evaporation occurring therein), and the evaporating coils is chilled, and thereby increases in density. This chilled air then passes through the space between the bafiie 121 and the side wall 7 of the car, and most of itis directed by the curved member 125 under the

runners

127 and 128 and part of it is directed immediately upwardly into the car. The chilled air forced under the racks of the car rises within the car as it becomes'warmer. There is therefore a steady draft maintained in the car, the warm air rising to the top, chilled by the

tanks

86 and 96 and coils 113 and 114, descending to the floor and then repeating this cycle.

The header 115 is connected to the solenoid valve 43, which is adapted to allow the gaseous refrigerant to ass through the pipe section and the pipe 23 into the adsorbergenerator where it is taken up by the adsorbent when the latter is cool.

A tank 134 is provided with a removable cap 135 whereby it may be filled with a liquid such as alcohol, hydrocarbon oils or other liquid fuel, and is mounted adjacent the baffle 12 as shown in Figs. 1 and 12. A pipe 136 positioned in the bottom of the tank 134 is adapted to convey the liquid from the tank to a valve 137 of the solenoid type heretofore described and through pipe 138 to the pipe 42 where the liquid is discharged from the jet 39 and ignited by the spark plug 40 as heretofore described. A pipe 139 connected to a valve 141 is adapted to admit steam from a source of supply to a pipe 142, connected to the pipe 28 as heretofore described. The pipe 28 admits the superheated steam, or other medium to the coil 27. A suitable switch 143 is positioned within the compartment to regulate the flow of electricity through the wire 24 to the resistance coils 25. Although I refer herein to solenoid valves, under suitable circumstances valves of another type may be employed.

A storage battery 144 is provided to furnish electricity for the operation of the various solenoid valves. The electricity furnishedthe resistance-coils 25 is preferably supplied to the valve 143 from a circuit other than the storage battery, the storage battery being used exclusively for the operation of the valves and spark plug. The resistance coil or heater is particularly adapted for use when the train is on a siding of an electrified system.

In Figure 6 there is shown a panel 145, on which are mounted a switch 146 to goyern the electric switch 143, a switch 147 to regulate the fuel valve 137, a switch 148 to control the steam valve 141, push

buttons

149 and 151 and a main switch 152. It is to be noted that these switches do not actually operate the valves, but merely tend to establish circuits that are finally closed when the tubes 66 and 91 are tilted in theappropriate direction.

There is shown in Fig.-12 a transformer 153 for use in connection with the spark plug 40. This transformer. is of the conventional battery. altered is turned to on, switch 152 is turned tostart and button 151 is pushed in. Referrmg particularly to Figs. 12 and 13, and

suming. that all the refrigerant in the systerm has been adsorbed in the adsorber-gen erator,ithe tanks 49. 86 and 96 are empty. The mercury bulb '66 (in tank 49) and the mercury bulb 91 (in well 89) are therefore tilted so that the mercury is in the empty ends of the tubes, as shown in Fig. 13.

A circuit is-now established from the battery 144 to the center of the tube 91 from the empty end of tube 91 to the center of tube 66; from the empty end. ofthe' tube 66 across the shunted portion of the open solenoid of valve 143 (this valve havingbeen snapped to ofi by switch 146) through the open solenoid of valve137' (this valve having been placed in operation by snapping switch 147 to on); shunted across the open solenoid of valve 141 (which was placed out of operation by turning the switch 148 to off) through the closed solenoid of valve 84 to the openv solenoid of valve 44; through the closed solenoid of valve 43; to the thermostat 34; through the priin the secondary coil which is connected to the spark plug 40. The spark established by the plug 40 ignites the fuel emitted from the jet 39 and the heat is applied primarily to the base 17 of the adsorber-generator 14.

The tubing 26 extending throughout the height of the adsorber-generator distributes this heat uniformly to the mass of adsorbent contained in the tank 14. The shield 18 provides a means of confining the heat to the tank. The excess heat, not absorbed by the tank 14 and its contents, passes through the tubes 26 and out into the atmosphere through the funnel 21.

The application of heat to the tank 14 and the adsorbent therein contained, drives off the adsorbed refrigerant. The circuit just described, it will be noted, closes the valves 43 and 84, preventing a passage of any refrigerant into the

secondary receiving tanks

86 and 96. The valve 44 was opened by this circuit, and the refrigerant driven off from the adsorbent passes through the line 23, valve 44 and pipe 46" into the condenser 47.

As has been stated, the condenser 47 is subjected to a draft of air entering the compartment between the insulated partition 12 and the end 4 of the freight car through the screening 8. The wings 9 and 11 aid in threcting the current of air into this compartment. The gaseous refrigerant, therefore, in passing through the condenser 47 is con.- densed and falls by gravity into the pipe 48, thence into the tank 49. In driving off the adsorbed refrigerant in the form of a gas there is built up a pressure within that portion of the system between and including the adsorber-generator 14 and the tank 49. This increased pressure facilitates the condensan of the refrigerant in the condenser.

As the tank 49 is filled with a liquefied refrigerant the float-7 8 within the well 56 rises on the rod 75. Then the float 78 contacts With the upper bead 82, further upward movement of the float 78 forces the tube 66 to pivot, .and the mercury flows into the full end of the tube.

In the circuit first described electricity flows for a sufiicient length of timeto operate the various valves described. It would be undesirable, however, to continue the flow of current for any considerable period after the solenoids have been actuated, for there would result a waste of electrical current and the danger of burning out the solenoid windings. The provision I have'made to prevent such results comprises the thermostat. 34. This thermostat, it will be observed, is in series with the transformer 153 which supplies the spark plug 40 with electricity. After the fuel dispersed from the jet 39 has been ignited, the further operation of the spark plug is useless. The thermostat '34, more specifically the finger 37, bends to the hot side of the well 33 when the temperature within the pan 31 has been raised, a short time after the fuel is ignited. In so bending, the circut first described will be broken, and the further flow of current through the solenoids and transformer ceases.

When the bulb 66 flips to the full position with the filling of the tank 49, a new circuit is established. The amount of refrigerant within the system should be such that when it has been completely disengaged from the adsorbent, it will fill the tank 49. The float 78 therefore flips the mercury bulb 66 when there is no longer any refrigerant in' the adsorbent. As soon as the tank 49 is filled, the heating cycle is terminated. The apparatus is thenready for the refrigerating cycle. This is accomplished by the circuit that is established when the bulb 66 flips to the"full position. Current flows from the battery 144 to the center of the tube 91. It is to be noted that the tube 91 is still in the empty position, for all of the refrigerant driven off from the adsorbent has beendirected to the tank 49 alone. From the center of the bulb 91' the current passes through the mercury to the empty end of the tube, and

from, the empty end of tube 91 to the center of tube 66. As the tube 66 has been flipped to the full position by the rise of refrigerant within the tank 49, the current passes from the center of the tube 66 through the full end of the tube to the closed solenoid of valve 143. Thevalve 143 was closed at the beginning of the refrigerating operation, and the current passing through the closed'solenoid has no effect on the valve. From the valve 143 the current passes to the closed solenoid of valve 137, which is the fuel regulating valve. This valve was opened by the first circuit, and inasmuch as it is desired to terminate the heating of the tank 14 and the adsorbent contained therein, the

opening the valve 84 the liquid refrigerant from the tank 49 is allowed to pass into the pipe 85 and subsequently into the

tanks

86 and 96. From the open solenoid of valve 84 the current passes to the closed solenoid of valve 44, and the tank 49 is therefore shut off from communication With the adsorbergenerator 14. From the closed solenoid of valve 44 the current goes to the open solenoid of valve 43, and on opening this valve the

tanks

86, 96, their associated parts and the pipe 85, are in open communication with the a-dsorber-generator 14. After passing through the open solenoid of valve 43 the current travels to the circuit changer 150, and thence back into the battery 144 by way of the switch 152.

By this circuit the supply of fuel to the jet 39 is cut oil, and valve 44 is closed, throwing out of communication with the adsorber-generator 14 the tank 49. Valves 43 and 84 are opened and aclear passage to the adsorbergenerator 14 is established from the pipe 85,

tanks

86 and 96 and the header 115. The circuit changer 150 here employed, under suitable circumstances, may be of the conventional type, but due to the exigencies of the normal operation of my invention, I find it preferable toemploy a circuit changer such as that described in y copending application Ser. No. 250,744. n the case of this circuit changer, it is also desirable to allow the current to flow for only a short time, until the various valves have been thrown to either the closed or ,open osition, and then to break extend to the restof the system. When the valve 44 is closed by the circuit last described, therefore. the pressure within the condensing coil 47 and the tank 49 is the same as that pressure which existed within the adsorbergenerator just prior to the closing of the valve. This same circuit, however, opens valves 43 and 84 and with the cooling of the I adsorber-generator 14, and the consequent reduction in pressure therein, the

tanks

86 and 96 are also under a low pressure. It will be observed that the pipe 83 is joined to the lowest part of the tank 49, and the high pressure existing in tank 49 is exerted upon the upper surface of the liquid refrigerant. The

higli pressure in tank 49, and the lower presare in.

thetanks

86 and 96, therefore cause the liquid refrigerant within tank 49 to be forced through the

pipes

83 and 85 and the valve 84, up into the

tanks

86 and 96.

As above pointed out, the liquid refrigerant rises to the same height in the well 89! as obtains in the

tanks

86 and 96. When the liquid in the tank 49 is withdrawn, the tube 66 is flipped to the empty position, and with the rise in the level of the liquid refrigerant iir'the well 89 the tube 91 is flipped to the full position.

The circuit now established is from the battery 144 to the center of the tube 91, and from the full end of the tube 91 to the closed solenoid of valve 84. By closing this valve 84 there is prevented the passage of any refrigerant between the tanks49 and 86 or 96. It is now essential that no refrigerant pass from the

tanks

86 and 96 to the tank 49, and that all of the refrigerant vaporized in

tanks

86 and 96 be directed into the header 115, and thence into the adsorber-generator 14. From the valve 84 the current passes to the circuit changer 150, which is in operative position opposite to that shown in Fig. 13, so that the current passes through the circuit changer and back to the battery 144.

As above pointed out, the liquid refrigerant in the

tanks

86 and 96 extends through the

pipes

92, 95, 97, 99 and 102. Assuming that the temperature of the'car is sufliciently low, the valve 103 is closed. This valve is thermostatically controlled by the expansible fluid in the bulb 104. A valve either of the conventional expansion or regulating type or of the stop valve type may be employed here, but I have found it preferable to employ a valve of the latter construction,

for very little pressure is required to either ly low temperature to adequately preserve the freight. -However. when the: doors of the car have been opened, or in extremely hot climates, this vaporization in the

tanks

86 and 96 must be supplemented. Therefore when the temperature in the car exceeds a predetermined point, the fluid in the bulb 104 expands and opens the valve 103. It is of course possible to regulate the valve 103 so that it is opened at any desired temperature. The refrigerant then passes into the coils 113 and 114, where there is a very pronounced evaporation. The increase in the amount of vaporization caused by the passage of the refrigerant into the coils 113 and 114 rapidly reduces the temperature within the car, and when the predetermined temperature is attained the valve 103 closes. The flow of refrigerant into the coils 113 and 114 is then ceased, and vaporization again restricted to the

tanks

86 and 96.

One of the difficulties encountered in refrigerating processes or methods is the ac-- cumulation of frost and ice upon the evaporator coils and vessels. It is well known, that any substance adhering to the evaporator vessels decreases the evaporators efficiency, and the efliciency falis ofi' sharply with any increase in the thickness. Now in this system it will be obvious that the evaporator coils 113 and 114 willfree themselves of coatings of ice and frost, due to the expansion valve stopping action within these coils at various times. The vessels 86. and 96 will'also free themselves of any frost or ice during the heating period, which lasts anywhere from one to three hours, depending upon the heating medium, temperature of the atmosphere and whether the car is in motion. During this heating period the warm air in the car will rise to the top and serve to melt off the frost from the evaporator system, leaving these portions in a clean and highly effective state for furthercooling action.

' The drip which falls fromthe evaporator system is caught by the deck and carried away by a drain pipe, preferably of the water seal type, to the outside of the car, and'alloWed to drip son the roadbed. This drip being a clean water has no more deleterious effectupon railway structures than I'aln.

preserves the refrigerator car itself, its woodwork, insulation and frames, which, with the present iced method, involves expensive and continual service and repair work, due to the ravage and havoc wrought by the wet and dampness of ice, or of ice and salt. The drippage of the latter combination is so deleterious to railway structures that'the Waste drip must be preserved, and its useless weight transported until the refrigerator car arrives at an icing and dumping station where the brine is disposed of and a new charge of ice and salt placed in the bunkers.

By my method of refrigeration the freight cars need not be stopped, from the time of loading to the time of arrival at destination,

. for the fuel tank and steam supply aremore than sufficient to keep the car" and 1ts contents at a low temperature over long periods of time. i

As vaporization occurs in the

tanks

86 and 96, the liquid refrigerant contained therein is depleted, and when the float in the well .89 contacts with the lower head on the rod 75, the mercury bulb 91 is flipped to the empty position: It will be remembered that with the cessation" of the heating cycle;-all of the liquid refrigerant in tank 49 was forcedto This removal of moisture from the car empties.

the

secondary receivers

86 and 96, and the mercury bulb 66 was consequently thrown to the empty position. The circuit now established is the same as the circuit first described in the operation of the device. All of the refrigerant has been taken up by the adsorbent in tank 14, and a new heating cycle is established by' the circuit now in effect. The complete refrigerating process, as just described, is repeated as may be necessary to maintain the interior of the car at a uniform and predetermined temperature.

The apparatus just described is particularly adapted for use in freight cars or other transportation vehicles containing perishable commodities. The refrigeration effected by this apparatus insures a uniform temperature, maintainable within very narrow limits. It will also be observed that the coils 113 and 114, controlled by the valve 103, quickly cools the vehicle when necessary; and when the desired temperature is obtained, the evaporation'within' the tanks'86 and 96 serves to maintain that temperature over a considerable period.

Other types of cars, or vehicles, particularly where they contain" commodities that do not have to be maintained at such a conpartition 12. The adsorber-generator, condenser and associated mechanism are omitted from these figures.

there is provided areceiving tank 154, positioned near the top of the compartment, and

supported by suitable means not shown.

Into this tank the pipe 85 shown in Fig. 12,

through the pipe 85.into the receiving tank 154 by means of the high pressure in tank'49.

The tank 154 is provided with a well 155, in

In this alternative form of apparatus,

Condensedyrefrigerantis forced which there is positioned the same type of float, mercury bulb and associated mechanism shown in Fig. 8.- The tank 154 takes the place of the

receivers

86 and 96, but as will be observed in Fig. 15, thetank 154 ex; tends transversely across the car;

- Into the base of the well 155 there is suit ably secured a pipe 156. At the opposite end of7the pipe 156 there is positioned a valve 15 tairied in a bulb 158. Liquid refrigerant from the tank 154 flows through the pipe 156 to the valve 157. \Vhen the valve is opened the liquid. passes into a pipe 159, which is joined to the outlet side of the valve. The pipe 159 extends to the'floor of the car and a T joint (not shown) is provided at this lower end, connecting to a pipe 161 and a-coil 162. The coil 162 is held in an upright position by means of a bracket 163 aflixed to the partition 2. is left at the top and a similar space 175 at 12 of the car. A pipe 164 conducts the fluid from the coil 163 to the tank 154. It will be observed that the pipe 164 extendsto approximately the top of the tank 154 as at 165. This end 165 of the pipe 164 is above the 1nlet pipe 85, the reason therefor appearing hereinafter. The coil 162, as shown in Fig. 15, extends substantially the width of the car, but under suitable circumstances there may be substituted for this single coil several coils in arallel.

t the end of the car opposite the tank 154 -there may be a coil similar to 162 or a plurality of coils 166, connected in parallel to the pipe 161 may be used. Referring to Fig. 16, it will be observed that I have herein shown four coils spaced apart across the width of the car, but under suitable circums stances this particular arrangement may be varied. Fig. 17 shows a top view of the ar-.

rangement picted in Fig. 16, in which the coils are spaced apart.

However in order to obtain a more ronounced refrigiration, an arrangement the coils 166 may made such as shown in Fig. 18. In this figure it will be observed that the coils 166 intermesh, providing a greater number of coils within a given area, andhence a greater refrigerating effect. stated, the

articular arrangement is optional, dependmg upon the conditions of operation, and the tem ratures desired.

T e upper ends of the coils 166 are joined to a pipe 167 which extends across the car. This pipe is connected to a pipe 168 which em ties into the tank 154.

the liquid refrigerant passes through the pipe 159 a portion of it is diverted to the coil 162 and the remainder to the pipe 161, and then to the coils 166. Within the 'coils there is a greater vaporization than occurs within the tank 154, or the pipe 161. The refrigeration therefore is obtained at the ends of the cars.

As stated in connection with the other form of apparatus, it is essential that the air within the car he kept in a state of free circulation. Ordinarily there is a tendency for stratification of the air within a closed refrigerating compartment, the lower part of the compartment being always at a lower temperature than the upper section.

To aid in maintaining a circulation of air, I havelprovided a baflle 169, suitably supported adjacent the tank 154 and pipe 159. A space 171 is left between the top of the baflle 169 and the roof 1 of the car. A similar space 172 is provided between the bottom of,

the bafile 169 and the floor 5, so that air from the main body of the car can pass into the compartment between the baflle 169 and the partition 12. A baflle 173, similar to the baflle 169, is provided at the opposite end of the car adjacent the coils 166. A space 174 the base of the bafile 173. The car here shown is lined with galvanized or non-corrodable metal 122 as in the case of the first apparatus, and at the ends of the car is curved as at 176. As before described, these curvatures of the lining prevent the formation of air pockets.

The arrows indicate the. currents of air established by reason of these baflles, and it will be observed that air coming in contact with the tank 154 in which there is partial vaporization, andthe coils 162 and 166, falls to the bottom of the car and is forced out through the openings 172 and 17 into the body portion of the car. This air circulates through the lower layers of the contents, and on absorbing the heat of the contents rises toward the top of the car. As the air that comes in contact with the refrigerating device is constantly sinking, there is established a current of air by means of which the hotter air in the top of the car is sucked through the openings 171 and 174 where it is cooled.

Theoperation of this device is similar to the operation of the form of apparatus first described. After the liquefied refrigerant is introduced to the tank 154 fromthe pipe 85, and assuming that the valve 157 is closed, there is collected in the tank 154 a body of liquefied refrigerant. Assuming that the temperature is sufficiently low within the car to obviate the necessity of any great degree of cooling, on termination of the heating cycle the condensed refrigerant in tank 154 partiall evaporates. The refrigeration thus pro uced tends to maintain the temperature of the car sufliciently low, even though this refrigerant is concentrated at one end of the car.

Should the temperature within the car rise above a predetermined point, the fluid contained in bulb 158 expands and opens the valve 157. I have shown the bulb 158 mounted on the baflle 169, although under suitable circumstances this bulb may be positioned at some other part of the car, such as in the center. On opening the valve 157 the liquid refrigerant passes through the pipe 159, and is introduced directly into the coil 162 and also, through the pipe 161, into the coils 166. Within the

coils

162 and 166 there is a more rapid vaporization than occurs within the tank 154. A greater refrigeration effect is therefore produced, and it will be observed that by having the

coils

162 and 166 at the ends of the car there is obtained a more uniform cooling.

After vaporization of the refrigerant in the

coils

162 and 166, the gaseous refrigerant passes by the

tubes

164 and 168 back into the tank 154. In vaporizing it frequently occurs that a portion of the liquid refrigerant is entrained in the gas, and this liquid refrigerant may either fall back into the coils 162 and. 166, or be carried over into the tank 154. The particular arrangement of the

tubes

164 and 168 in the tank 154 insures that any entrained liquid refrigerant will be separated from the gaseous refrigerant, the gas remaining at the top of the tank and passing out through the pipe 177, While the entrained liquid will fall to the bottom of the tank or surface of the body of liquid contained in the tank. .In View of the fact that the pipe 85 enters the tank below the ends of the

pipes

168 and 164, there is little opportunity for the gaseous refrigerant to enter the pipe 85. Even if it did, the valve 84, closed during the evaporating step, will prevent its passage into the tank 49.

The vaporized refrigerant passes by way of the pipe 176 to the valve 43, shown and described in connection with the first f-OIIH! of apparatus. It will be remembered that during the evaporating cycle, the valve 43 will be open, allowing the passage of the gaseous refrigerant into the adsorber-generator 14 where it is taken up by the adsorber. Upon adsorption of all of-the gaseous refrigerant the apparatus is in condition for the heating cycle. When the refrigerant in the tank 154 and the

coils

162 and 166 has been evaporated, the mercury bulb in the well 155 will flip to the empty position, establishing the necessary circuit for the heating operation.

The same electrical hookup is used with the modified form of apparatus as that employed in connection with the apparatus shown in Figure 12. For the modified form, the mercury bulb within the tank 155 correspond to, and functions the same as bulb 91 in the well 89.

In both of the types of apparatus, it is of course obvious that although'I have described the operation of the invention when using fuel as a heating means, either steam orelectricity may be employed. The switches indicated in Fig. 6 on the panel 145 will be appropriately'turned so that the desired heating medium is used. Referring to Fig. 13, the switch governing the heating medium that is being used is open, so that the current passes through the open solenoid of the valve controlling that medium. The other switches are closed and the current is shunted over the valve. s Under certain. circumstances it may be desirable to expedite the heating cy cle, in which event more than one of the heatwhen applied. to refrigerating devices forfreight cars or other vehicles adapted for the transportation of goods. pied by any refrigerating apparatus is so The space occumuch space deducted from the total amount of commodities that might be transported.

It is to be noted that the apparatus which is the subject of this application is simple and economical to construct, and is provided with a minimum of parts. The various elements of the device are sturdy and capable of withstanding the shocks incident to transportation. tanks employed in myapparatus, prevent a surge of the liquefied refrigerant and a slopping over into other parts of the apparatus not adapted for the liquid phase. Because there are few moving parts, there is consequently little opportunity for wear in the apparatus.

It will be observed that my invention is automatic, and once having been set in operation requires no attention. This automatic feature'is not at. the expense of efli ciency, for I have devised means for maintaining the temperature at a uniform and constant level and any variations from this temperature are immediately compensated for by the amount of refrigeration produced by my apparatus.

I have shown my invention with reference to a freight car, and while I have referred specifically to its application in such a field, it is of course appreciated that its use is not confined thereto, for it may readily be installed in vans, boats and. other carriers.

While I have referred herein to an adsorption apparatus, the words adsorption and adsorbed are not to be taken as limiting the scope of this invention, for an adsorbent, absorbent, or combination adsorbent and absorbent may be employed in this device.

It will be appreciated that variousmodifications may be made in the apparatus herein depicted and described, without exceeding the scope of my invention as defined in the The baffles 53 provided in the variousappended claims, it being distinctly understoodthat only the prior art and claims herein are to be definitive of my invention.

I claim:

1. A freight car comprising a car body, a refrigerating unit mounted within the car including an air cooled condenser, and means on the car body to deflect air from without the car body into heat exchange relationship with the condenser when the car is moving in either direction.

2. In combination with a freight car a refrigerator comprising an adsorber-generator positioned adjacent one end of the car body, a. condenser adjacent the generator and in fluid communication therewith, and means to induce a flow of cooling air upon the condenser from the air stream outside the car when the car is moving in either direction.

3. A refrigerating car comprising a car body, an adsorber-generator mounted adjacent one end of the car, a vertically disposed condenser coil connected with the generator,

and plurality of inclined receivers connected with the condenser, and a plurality of evaporating coils connected with the receivers and extending transversely of the car adjacent the top. 1

4. A refrigerating car comprising a car body, heat insulating means to exclude an exchange of heat between the interior and exterior of the car, all of the interior corners of the body being filleted to positively prevent the formation of any air pockets, and refrigerating means Within the car body adapted to maintain the air in circulation.

5. In a freight car, a deck adjacent the top of the car, a vertical bafile to maintain the air within the car circulating, a refrigerant receptacle mounted above said deck, an evaporating coil connected with said receptacle and adapted to cooperate therewith to induce a circulation of air in said car.

6. A refrigerating apparatus for a vehicle comprising an adsorbergenerator, means to heat the adsorber-generator internally and externally, a condenser adapted to receive and condense a refrigerant from the adsorbergenerator, a tank adapted to receive the condensate, means to maintain the condensate in the tank until termination of the applica tion of heat to the adsorber-generator, means to convey the refrigerant from the tank to evaporating chambers when heat is withdrawn from the adsorber-generator, and means to permit the passage of the refrigerant from the evaporating chambers to the adsorbengenerator after termination of the heating of the adsorber.

7. A refrigerating apparatus comprising an adsorber-generator, a condenser, a condensed refrigerant receiver and means connected with said receiver for receiving refrigerant to be evaporated, said receiver comprising a tank, a plurality of baflies in said tank and means in said tank operated by the variation in the liquid level therein for con-' trolling the operation of said adsorber-generator.

8. Arefrigerating apparatus comprising an adsorher-generator, a condenser, a condensed refrigerant receiver and means connected with said receiver for receiving refrigerant to be evaporated, said means for receiving liquid to be evaporated comprising a plurality of angularly arranged receptacles, communicating with a well, and float operated means in said well for controlling the operation of said adsorber-generator.

9. A refrigerating apparatus comprising an adsorber-generator, a condenser, a condensed refrigerant receiver and means connected with said receiver for receiving refrigerantgto be evaporated, said receiver comprising a tank, a plurality of baflies in sa id'tank and means in said tank operated aby "the variation in the liquid level therein for controlling the operation of said, adsorbergenerator, said means for receiving liquid to be evaporated comprising a plurality of angularly arranged receptacles communicating with a well, and float operated means in said well for controlling the operation of said adsorber-generator.

10. In a refrigerating apparatus a source of gaseous refrigerant, means for condensing said refrigerant and means for conveying said condensed refrigerant to evaporating means, said evaporating means comprising 'a plurality of communicating tanks, a conduit connected with said tanks adapted to convey refrigerant to a plurality of evaporating coils, a conduit for returning gaseous refrigerant to said source and means connecting said coils and the upper portions of said tanks with said conduit.

11. A refrigerating car comprising a car body, a refrigerating unit mounted within a compartment of the car including an air cooled condenser, said compartment having communication with the atmosphere through a wall of said car, and angularly arranged bafll es adapted to deflect air over said air cooled condenser regardless of the direction of movement of the car.

12. A refrigerating car comprising a car body having a compartment therein, a refrigerating unit mounted within said compartment including an air cooled condenser, said compartment having communication with the atmosphere through a screened wall, and battles mounted'adjacent said screened wall for deflecting air into said compartment regardless of the direction of movement of the car. 7

13. A refrigerating car comprising a car body having an adsorber-generator mounted adjacent one end of the car, a vertically disposed condenser coil connected with the generator, a plurality of inclined receivers connected with the condenser, a plurality of evaporating coils connected with the receivers and a conduit for returning the evaporated refrigerant to said adsorber-generator and means forconnecting said coils and the upper portion of said inclined receivers with said conduit.

14. In a refrigerating car an inclined deck, adjacent the top of the car and spaced from the side walls thereof, a vertical baflle connected with said deck' and spaced from the walls of said car, a pair of inclined refrigerant containers mounted above said said deck and a plurality of evaporating coils connected with said containers and extending transversely of the car above said deck.

15. A refrigerating apparatus for a vehicle, comprising an adsorber generator, a condenser connected with the adsorber-generator, and adapted to condense a refrigerant, a tank adapted to receive the condensate, means to pass the condensate from the tank to evaporating chambers, and means to convey the evaporated refrigerant to the adsorber-gen- LEONARD KAY WRIGHT.