US1958794A

US1958794A - Refrigerator car

Info

Publication number: US1958794A
Application number: US413713A
Authority: US
Inventors: Luhr Otto
Original assignee: Individual
Current assignee: Individual
Priority date: 1929-12-13
Filing date: 1929-12-13
Publication date: 1934-05-15
Anticipated expiration: 1951-05-15

Description

May 15, 1934. g, u 1,958,794

REFRIGERATOR CAR Filed Dec. 13, 1929 6 Sheets-Sheet l Q Znzrenior w 0220 Zak?" May 15, 1934. o. LUHR REFRIGERATOR CAR Filed Dec. 15, 1929 6 Sheets-Sheet 2 'Znzrezzior 202772655 WAX/22% w ww May 15, 1934. o. LUHR 1,958,794

REFRIGERATOR CAR Filed Dec. 13. 1929 6 Sheets-$heet 3 o. LUH'R 1,958,794

REFRIGERATOR cm 6 Sheets-Sheet 4 Filed Dec. 13, 1929 May 15, 1934.

Znzrenfor' Jzio L uhz O. LUHR REFRIGERATOR CAR Filed Dec. 13, 1929 6 Sheets-Sheet 5 May 15, 1934.

02 2 0 Zulu May 15, 1934. o. LUHR 1,958,794

REFRIGERATOR CAR Filed Dec. 15, 1929 6 Sheets-Sheet 6 Znzrenior 02 20 lzz/zr ZZ/zzness Patented May 15, 1934 UNITED STATES REFRIGERATOR CAR Otto Luhr, Chicago, Ill., assignor to Anna Eisemann, Chicago, Ill.

Application December 13, 1929, Serial No. 413,713

20 Claims.

This invention relates to improvements in refrigerator cars.

In modern railway practice, practically all refrigerator cars employed to transport goods in cold storage are of the ice cooled type. It is a well recognized fact that the ice cooled type of refrigerator car has serious defects and is unsatisfactory from the standpoint of economy, large quantities of ice being necessary to cool the cars to the proper degree and maintain the cooled condition of the same, particular difficulty being experienced in maintaining the required even temperature, which is so essential in the transportation of perishable articles of food. In the operation of this type of car, in order to obtain the maximum cooling effect, it is the universal practice to mix salt with the ice, and the brine solution which results from melting of the ice and drains from the car in transit causes se- 20 rious injury to the railway rolling stock, due to the great corrosive eifect thereof.

The main object of the invention is to overcome the defects pointed out by providing a simple, efiicient and highly economical system of refrigeration which entirely eliminates the use of ice supplied from an outstide source as a refrigerant, preferably in the form of a mechanical system operated through the movement of the car.

A further object of the invention is to provide 30 in connection with a refrigerator car a mechanical system of refrigeration operated through movement of the car, in connection with which means is employed for storing a portion of the cooling energy generated while the car is in mo tion, which is available for cooling or holdover purposes when the mechanical system is not operating, as for example, when the car is at a standstill,

Another object of the invention is to provide a mechanical refrigerating system for railway cars operated through movement of the car, in connection with which means is provided for operating the system when the car is standing still, through which pre-cooling of the car is effected.

Another object of the invention is to provide a mechanical refrigerating system which maybe substituted as a unit for the cooling system in standard refrigerator cars of the ice cooled type now in general use.

Yet another object of the invention is to provide a mechanical cooling system for refrigerator cars, wherein the cooling effect is obtained by the successive compression and expansion of a fluid medium which is conducted through cooling coils within the car and is compressed by (Cl. (RP-117) including cooling coils within the car through I which a fluid cooling medium circulates, and a compressor for the fluid medium, wherein the compressor is normally operated by power derived from motion of the car and means is provided for operating the compressor independently of the movement of the car.

Another object of the invention is to provide a mechanical refrigerating mechanism for railway cars including a compressor, mounted on the car proper, wherein a simple, eflicient and reliable driving connection is provided between one of the axles of the car truck and the compressor, arranged to compensate for relative change in positions of the axle member with respect to the car.

Still another object of the invention is to provide a compressor for a refrigerating system of the character described, which may be independently driven either from the car axle or a separate motor, in connection with which means is provided for disconnecting the drive from the car axle when the motor is operatively connected to the compressor and vice versa, and the motor is rendered completely inoperative at such time when the compressor is operatively connected to the driving means from the car axle.

A still further object of the invention is to provide a mechanism of the character described in the preceding paragraph wherein the motor is electrically operated and an electrical connection is provided for the same, including a power line plug receiving socket, and a driving connection between the compressor and the car axle and between the compressor and the motor including shiftable means operatively connected to the compressor and adapted to be shifted to connect the same to the driving means of either the car axle or motor, and means'controlled by the shifting of said means is provided for closing the socket upon driving connection being established between the compressor and axle, to prevent plugging in of the power wire.

A further object of the invention is to provide in connection with mechanical refrigerating means for railway cars a blower mechanism operated fromone of the car axles for effecting proper circulation of the air in the car.

Another object of the invention is to provide in connection with a blower mechanism of the character indicated in the preceding paragraph,

thermostatically controlled damper means for regulating circulation of the air within the car.

Another object of the invention is to provide in connection with a mechanical refrigerating mechanism, an ozonizer operated by movement of the car for purifying the air therein.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings, forming a part of this specification, Figure 1 is a horizontal, longitudinal, sectional view through a refrigerator car, illustrating one exemplification of my improvements in connection therewith. Figure 2 is a longitudinal, vertical, sectional view of the car illustrated in Figure 1, corresponding substantially to the line 2-2 of said figure, the truck at one end of the car only being shown. Figure 3 is a transverse, vertical, sectional view corresponding substantially to the line 33 of Figure 1, the structure beneath the body of the car including the trucks being omitted in this view. Figure 4 is a horizontal, longitudinal, sectional view immediately above the car truck at one end of the same, corresponding substantially to the line 44 of Figure 2. Figure 5 is an enlarged, vertical, sectional view of the compressor means, motor and adjacent parts lo cated beneath the car, corresponding substantially to the line 5-5 of Figure 4. Figure 6 is a view, partly in elevation and partly in section, of certain safety check valve mechanism employed in connection with the high pressure and suction lines communicating with the compressor and the refrigerating system within the car; Figure '7 is a longitudinal, vertical, sectional view, corresponding substantially to the line 7'l of Figure 5, the compressor being shown in elevation. Figure 8 is a detailed perspective view of the lever and link mechanism for operating a certain clutch means and also actuating a cover member for the power line plug receiving socket for the electric motor. Figure 9 is an elevational view of certain gearing employed in driving the blower mechanism of the improved refrigerator car. And Figure 10 is an end, elevational view of the parts shown, is located at the opposite end of the car. The car is provided interiorly with vertical partition members 12-12, at opposite ends thereof, which form bulkheads separating the main portion of the interior of the car from smaller compartments 1313 disposed at opposite ends of the same. The design of the car illustrated in the drawings corresponds substantially to that of the standard refrigerator car and the bulkheads 12 correspond substantially to the bulkheads usually employed at opposite ends of the standard car for separating the ice storage chambers from thatportion of the car within which the pay load is placed.

My invention, as illustrated in the particular embodiment shown in the drawings, comprises broadly a compressor A adapted to be driven from one of the axles of the truck 11 of the car; an electric motor B for driving the compressor when the car is standing idle; a condenser 0 located on the roof of the car; a high pressure line D leading from the compressor to the condenser; a receiving tank E; pipe lines F-F between the condenser and receiving tank; a pair of brine or cold storage or accumulator tanks GG at opposite ends of the car; two sets of tubular coils H-H disposed respectively in the two tanks G-G; two sets of additional coils JJ arranged vexteriorly of each tank G; a pipe line K establishing communication between the receiving tank and the exterior coils J at opposite ends of the car; a pair of pressure reducing valve members L-L, one of which is interposed between the two sets of coils exterior to the brine or accumulator tank at each end of the car and the pipe line K; branch pipe lines MM at each end of the car establishing communication between the sets of coils exterior to the brine or accumulator tank and the set of coils within the tank; a suction line N establishing communication between the interior coils at opposite ends of the car and the compressor; safety check valve means 0 and P located in the pressure line and suction line respectively; a blower R at one end of the car; and an ozonizer S.

In my improved mechanical refrigerating system shown, I preferably employ ammonia as the refrigerating fluid or refrigerant, and the same is compressed in the usual manner by the compressor A and conducted therefrom through the pressure line to the system of condensing coils C located on the roof of the car. From the condensing coils, the ammonia under high pressure flows by gravity through the pipe lines F to the receiving and storage tank E. Still under high pressure and in substantially a liquid form, the ammonia flows from the tank E through the pipe lines K to the pressure reducing valves at opposite ends of the car. From each pressure reducing valve L, the fluid is conducted to the corresponding sets of coils exterior to the brine tank at the same end of the car.

As will be evident, due to the reduction in pressure, the ammonia expands with cooling eifect while it circulates through the sets of coils referred to. From the outer sets of coils the ammonia is conducted to the coil within the corresponding brine tank, thereby cooling the brine (which may be a salt or other desirable solution) within the same. From the last named coil the ammonia is conducted through the suction pipe line N to the compressor A, thus completing the circuit.

The compressor A may be of any well known type and as herein shown is driven by rotary 1' means. The compressor A is preferably supported in a housing 14 beneath the floor of the car, as most clearly shown in Figures 4 and 5. The housing 14 entirely encloses the compressor A and also serves to house an electric motor B,

The compressor A may be driven either from one of the axles of the truck 11 or from the motor B. Operation of the compressor A through movement of the car is eflected by the following means: the innermost axle of the truck 11, which axle is designated by 18, has a sprocket wheel 19 fixed thereto. The sprocket wheel 19 is of the split type and is clamped about the axle 18,

being located between the car wheels. The

sprocket wheel 19 is operatively connected to a second sprocket wheel 20 by means of a sprocket The front and chain 21." The sprocket wheel 20 is fixed to a rotatable shaft 22 journaled in bearing members 2323 supported on a frame work 24 secured to the side frame members of the truck. The shaft 22 is operatively connected to a fiy wheel member 25 by flexible means 26. The fly wheel 25 has a short shaft, as most clearly shown in Figure 7, which is journaled in a fixed bearing member 2'7 secured to the bottom wall of the casing 14. The shaft of the fly wheel is in axial alinement with the drive shaft 28 of the compressor A. As most clearly shown in Figure '7, the shaft 28 has an outer end section of substantially square sha a on which a sliding gear 29 is mounted. The sliding gear 29 has the teeth thereof normally in engagement with interior teeth 30 formed on the fly wheel 25, thereby establishing driving relation between the fly wheel 25 and the gear 29. The flexible connection between the shaft 22 and the fly wheel 25 comprises a pair of telescoping shaft sections having universal joint connections 3131 with the shaft 22 and the short shaft of the fly wheel respectively. As will be evident, the flexible connection including the universal joints 31-31 permits radial movement of the truck with respect to the compressor without binding of the driving means and further permits of relative vertical movement between the car axle and the car body which occurs during operation of the car due to yielding of the truck springs.

In order to disconnect the compressor A from the drive of the car axle, the gear 29 is shifted to the right as seen in Figure 7 by manually operated shifting means comprising a hand operated lever 32 secured to a shaft 33, rotatably journaled in brackets 34-34 secured to the bottom wall of the casing 14, crank arms 35-35 secured to the shaft, a connecting link 36 pivoted to the crank arms at one end and to a swinging link 37 at the other end, the swinging link being forked at the upper end and connected to a collar 38 loosely mounted in a groove 39 formed in an enlarged portion 40 of a hub member 41 on the gear 29. The forked link 37 is pivotally supported at the bottom end on a bracket 42 secured to the bottom wall of the casing 14. When the operating lever 32 is in a vertical position, the gear 29 is in the position shown in Figure '7, in driving engagement with the teeth 30 of the fly wheel 25. When the lever is moved to the horizontal position shown in Figure 8, the crank arms 35 will be oscillated to the position shown in said figure, thereby pulling the link 36 to the right as viewed in Figure 7 and shifting the gear 29 to the right by means of the oscillating forked link 3'7. When the gear is shifted to the extreme position, it occupies substantially the dotted line position shown in Figure 4.

The electric motor B is provided with the usual drive shaft 43 having a gear 44 fixed thereto. The gear 44 meshes with an idler gear 45 rotatably supported by bearing members 46-46 mounted on the bottom wall of the housing or casing 14. The idler gear 45 is adapted to be engaged by the teeth of the gear 29 when the latter is shifted to the dotted line position shown in Figure 4, thus establishing driving relation between the electric motor B and the compressor A. This electric drive for the compressor A is utilized to drive the compressor to pre-cool the car when the same is standing idle. It may also be utilized when the car is in transit to assure cooling of the same during long delays. In order to electrically connect the motor B with a power line, a plug receiving socket member 47 is mounted on the floor or bottom wall of the casing 14, immediately in back of the shaft 33. The socket 4'7 is electrically connected to the motor B by a cable 48. As shown, the socket 4'7 is provided with an opening 49 through which the plug of the power line is inserted. In order to prevent plugging in of the power line when the motor is disconnected from the compressor and the compressor is operatively connecled to the drive of the car axle, I employ a cover plate for closing the opening 49 of the socket. The cover plate, which is indicated by 50, is so arranged as to be operated by the means for shifting the gear 29, and as most clearly shown in Figures 5 and 8, it is mounted on the shaft 33 of the shifting means so as to oscillate therewith. As shown in Figure 8, the cover plate member 50 is in such a position that the opening 49 of the socket 47 is accessible. At this time, as hereinbefore pointed out, the gear 29 is disengaged from the fly wheel 25 and is in mesh with the idler gear 45 driven by the motor. Under these conditions, the plug of the power line may be inserted in the socket and the electric motor operated to drive the compressor A. When the mechanical refrigerating system has been operated to a suificient extent to pre-cool the car as desired, the plug of the power line is withdrawn from the socket and the lever 32 raised to the vertical position to shift the gear 29 out of engagement with the idler gear 45 and into engagement with the teeth of the fiy wheel 25, thus establishing connection between the drive shaft of the compressor and the drive shaft 22 operated through the motion of the car axle 18.

As will be evident, oscillation of the shaft 33 in shifting the gear 29 effects an upward swinging movement of the cover member 50 into closing relation with the opening 49 of the socket. To yieldingly maintain the operating lever 32 in a vertical position, a coil spring is preferably employed which surrounds the shaft 33 as clearly shown in Figure 8 and has one end secured to the shaft and the opposite end anchored to the floor or bottom wall of the casing 14. Further, in order to prevent accidental disengagement of the gear 29 from the fly wheel 25, I provide a pivoted latch member 51 in connection with the operating lever 32 which has a tooth 52 adapted to engage within a locking recess 53 in the bearing bracket 34 at the corresponding end of the shaft 33. In order to disengage the locking tooth 52, operating means is provided on the lever 32 com prising a pivoted finger piece 54 at the handle end of the operating lever and a connecting rod 55 having pivotal engagement with one end of the latch member 51, which is pivotally supported at the inner end of the lever 32 in any suitable manner, being preferably connected to a lug laterally projecting from the lever arm.

As hereinbefore pointed out, the pressure line D of the refrigerating system leads from the compressor A to the condenser C on the roof of the car. The pipe line D is preferably located beneath the floor of the car and extends lengthwise of the same to a point adjacent the end of the car and thence upwardly through the car to a point beneath the roof of the same, as most clearly shown in Figure 3. From this point the pipe line D extends laterally to the center of the car and thence upwardly and through the roof of the same. At this point it has two branches 5656 which communicate with sections of the condenser C disposed at opposite sides of the car. In the horizontal section of the pipe line D, im-

ISO

mediately below the roof of the car, as shown in Figure 3, an oil trap 57 is preferably provided. This trap may be of any well known form.

The condenser C on the roof of the car may be of any well known type but preferably comprises a plurality of longitudinally disposed tube members 58--58, connected in series, at each side of the car, so that the refrigerating fluid which enters these condenser members through the branch pipes 56-56 will circulate through the tubular members 58 from the center of the car outwardly. As will be evident, due to the inclination of the car roof, the tubular members of the condensers at the outer sides of the car are at a lower level than the tubular members at the center of the car, thus aiding by gravity the circulation of the refrigerating fluid.

The refrigerating fluid is conducted from the condensers C to the receiving tank E. As shown in the drawings, one receiving tank E only is employed in the refrigerating system, the same being located at the right hand end of the car as viewed in Figure 2. As shown in said figure and in Figure 3, the tank E is located beneath the brine tank G at the corresponding end of the car and is provided with the usual gauge 59 for indicating the amount of fluid therein. Communication between the receiving tank E and the condensers CC on the roof of the car is bad by means of the pipe line F which comprises a vertical section leading to the receiving tank E from the outermost tubular member 58 of the condenser C at the lefthand side of the car as viewed in Figure 3, and a branch pipe 60 communicating with the vertical pipe F and the outermost tubular member 58 of the condenser at the righthand side of the car, as viewed in Figure 3.

The arrangement of brine tanks and coils J and H at opposite ends of the car is substantially the same and a description of those located at one end will suflice. The brine tank at each end of the car is or may be of any desired type and is supported on transverse beams 61-61 located above the level of the storage receiving tank E. The two sets of coils JJ are preferably disposed respectively in front and in back of the corresponding brine tank G, as most clearly shown in Figures 1, 2 and 3. Each set of coils J is made up of a plurality of horizontally disposed tubes connected in series at opposite ends, as clearly shown in Figure 3, by U-shaped connecting portions. The tubular members at the top of said two sets of coils J are connected by a transverse pipe 62, as most clearly shown in Figures 1 and 2. Communication between the transverse pipe 62 and the bottom member of the coil H, disposed within the brine tank, is provided by a connecting pipe 63. As shown in the present instance, the set of coils disposed within the brine tank is in the form of a continuous helix of elongated form, as clearly shown in Figures 1 and 2. The upper end of this coil communicates directly with the suction pipe line N leading to the compressor A. As hereinbefore pointed out, the arrangement of coils at opposite ends of the car is in duplicate and the outlets of the two coils within the respective brine tanks at the opposite ends of the car both communicate with the suction pipe line N, the outlet pipe line, which is indicated by 64, at the lefthand end of the car as viewed in Figure 1, extending along the side wall of the car and communicating with the vertical section of the suction pipe N at the righthand end of the car, as viewed in Figure 1, and as shown in Figure 3. The outlet pipe line of the coil H at the righthand end of the car is indicated by 65 and communicates with the vertical section of the suction pipe N immediately below the connection thereof with the pipe line 64.

In the circulation of the refrigerating fluid, after the same leaves the receiving and storage tank E, the pressure of the same is reduced before entering the coils J and H, thereby allowing expansion with resultant cooling effect. For this purpose the pressure reducing valve mechanism L is employed, a separate mechanism of this type being interposed between the coils JJ at each end of the car and the pressure line K leading from the tank E. In order to distribute the refrigerating fluid to the valves L at opposite ends of the car, the pipe line K which leads vertically from the tank E has a connecting branch 66 extending lengthwise of the car along the top of the same, communicating with the pressure regulating valve L at that end of the car by a connecting pipe section 67. The pressure reducing valves L are of the same design. Each valve L has communication with the lower ends of the two outer coils JJ at the same end of the car, by means of a. downwardly extending pipe line 68 having branches 69-69 leading to the two coils. The valves L are preferably adjustable to control the reduction of pressure and are thermostatically operated. The thermostatic means for operating each valve L comprises a tubular jacket member 70 surrounding the corresponding outlet suction pipe 65 of the cooling coils at the corresponding end of the car and a vertically disposed connecting pipe section 71 communicating with the interior of the jacket and the pressure reducing valve L. The jacket and the connecting pipe 71 contain a fluid subject to expansion and contraction in response to temperature changes. In the present case, I preferably employ ammonia for this purpose. As will be evident, the ammonia in the jacket 70 will contract when the temperature of the fluid in the pipe section 65 drops and will expand when this temperature rises. Due to the contraction and expansion of the ammonia, the pressure reducing valve member proper of the mechanism L is actuated so as to open the valve to a greater extent when the liquid ammonia expands and tend to close the valve when the ammonia contracts.

As hereinbefore pointed out, I preferably employ ammonia as the refrigerating liquid and in order to prevent escape of the ammonia from the system in case of accident: I provide safety means in the form of a check valve 0 and cut off valve P in the pressure and suction lines of the system respectively. As most clearly shown in Figure 5, the check valve 0 is located in the horizontal section of the pressure line D immediately below the floor of the car, at a point closely. adjacent to that where the pressure line enters the car body. The cut-off valve P of the suction line N is located nearer to the compressor than the valve 0, for a purpose hereinafter pointed out. The valve 0 is of the ordinary type having a gravity actuated pivoted valve member proper 72 which cooperates with the valve seat '73 so that it opens in a direction to permit flow of the fluid under pressure to the right as seen in Figure 6. As will be evident, if a break occurs in the pressure line D between the valve 0 and the compressor A, the valve member '72 will be closed on the valve seat by the relatively high pressure in the pressure line, thus preventing escape of the ammonia from the refrigerating system.

The cut-off valve P is of special design and as most clearly shown in Figure 6 comprises a casing 74 having an inlet opening 75 at one end and an outlet opening 76 at the other end communieating with the sections of the pipe line N leading from the cooling coils and leading to the compressor A respectively. The casing is divided into two chambers by a wall 77, the upper chamber '78 connecting with the opening 75 and the lower chamber '79 connecting with the opening 76. The dividing wall between these chambers is provided with a valve seat 80 with which a valve disc 81 cooperates. The valve disc 81 is positively controlled by a piston member 82 mounted for reciprocation in a cylinder 83 at the bottom portion of the casing '74. The piston .82 is joined to the disc 81 by a piston rod 84. The lower end of the cylinder 83 communicates with the pipe line D by means of a connecting branch 85. As most clearly shown in Figures 5 and 6, the branch 85 communicates with the pipe line D to the left of the check valve 0, in other words is located between the check valve and the outlet of the compressor A. In Figure 6, the valve disc 81 and piston 82 are shown in full lines in the position in which the valve closes the connection between the chambers 78 and 79 of the cut-off valve P, the open position of the valve disc and the corresponding position of the piston being indicated in dotted lines.

During the normal operation of the refrigerating system when the compressor A is actuated, the pressure in the pipe line D greatly exceeds the pressure in the suction line N, the normal pressure in the pipe line D being approximately three hundred pounds, while that in the suction line is only a few pounds above atmosphere. As will be evident, when the system is operating, the pressure existing in the pipe line D will be communicated to the piston 82 through the branch 85, thus forcing and holding the piston in the dotted line position shown in Figure 6, thereby forcibly holding the valve member 81 in open position against the pressure in the suction line and permitting the free flow of the fluid through the valve P to the compressor. In case of accident, wherein the compressor is torn away or the pipe lines N and D are broken anywhere between the compressor and the valves 0 and P, the check valve '72 in the line D will be automatically closed due to the back pressure in the piping of the system, thereby preventing escape of the am-.

monia through this pipe. Inasmuch as the valve disc 81 is normally held in open position by the pressure in the pipe line D, this disc will be automatically seated when the pressure acting on the piston 82 is reduced. As will be clear, when the pipe line D is broken, as hereinbefore pointed out, the pressure in the branch 85 will drop to substantially the pressure of the atmosphere, permitting the piston and valve disc 81 to drop by gravity to close the valve opening 80. Further, the pressure in the suction line N acting on the disc 81 will assist in closing thesame. The escape of ammonia through the suction pipe is thus positively prevented by the cut-off valve P.

In order to create a forced draft within the car to cause substantially equal cooling of the top and bottom of the interior of the car, I provide the blower R preferably at one end of the car, centrally thereof, and at the top closely adjacent the roof. The blower is preferably of the well known rotary type and has an outlet passage 86 located near the roof of the car. The blower fan R is driven from one of the car axles and any convenient form of drive means may be employed. As shown in Figure 2, the blower fan is driven through the flexible driving means which cooperates with the axle 18 that operates the compressor. A beveled gear 8'7 is mounted on and rotatable with the drive shaft 28 of the compressor and meshes with a beveled gear on a vertical shaft 88, which has a beveled gear at the upper end thereof meshing with the beveled gear on a horizontal shaft 89, which carries a beveled gear at the other end thereof meshing with a beveled gear at the bottom end of a vertically disposed shaft 90. The shaft 90 has a beveled gear at the upper end thereof meshing with two spaced

beveled gear wheels

100 and 101 loosely rotatable on the blower drive shaft 94. Adjacent each

beveled gear wheel

100 and 101, the drive shaft carries a ratchet member 102 fixed thereto, a spring pressed dog 103 being pivotally mounted on each gear wheel and cooperating with the corresponding ratchet member. As will be evident, the blower fan R creates an upward circulation of the cold air around the coils JJ and the brine tank G and delivers the cold air through the passage 86 to the upper portion of the car, thus causing better equalization of the temperature throughout the height of the car.

The blower also has a conduit 104 communicating with the intake thereof and extending along the car to the other end thereof and having an intake disposed above the cooling coils and brine tank at said end. The cold air is thus withdrawn from both ends of the car and an upward current is created about thecoils JJ and the brine tanks.

In order to further assist in the mixing of the cold and slightly warmer air in the car, I provide a baffle plate 105 at substantially the center of the car in the path of the air current delivered by the blower. The baffle plate is inclined downwardly, as shown in Figure 2, so as to direct the current toward the other end of the car. The baffle plate member may be of any well known form, and as herein shown has a flange section at the upper end thereof by which it is secured to the top of the car. It will be appreciated that the blower mechanism must be always operated in the same direction to create the circulation of air, as hereinbefore pointed out. Inasmuch as the blower is driven directly from the axle member of the car, the driving means immediately connected to the axle will rotate in one direction when the car is moving forward and in a reverse direction when it is moving backward. This change in direction of rotation of the driving means is taken care of by the

bevel gears

100 and 101, hereinbefore described, which are driven from the beveled gear at the upper end of the shaft 90. As most clearly shown in Figures 9 and 10, the ratchet teeth of the ratchet members 102 are so arranged that the spring pressed pawls of the

gear wheels

100 and 101 will drive the same in a direction to properly operate the fan but will idle over the ratchet teeth when either of the gear wheels is rotated in a reverse direction. When the shaft 90 is rotated, the gear wheel 100 will be rotated in one direction while the gear wheel 101 will be rotated in a reverse direction. Assuming that the gear wheel 100 is being rotated in a proper direction to drive the blower, the pawl thereof engages the ratchet teeth of the corresponding ratchet member and I this operation, the pawl of the gear 101 will engage the ratchet adjacent this gear, thereby positively rotating the blower shaft, while the pawl 01 the gear 100, which is being rotated in a reverse direction, will idle over the teeth of the corresponding ratchet member.

In order to more accurately control the temperature within the car, I preferably provide thermostatic means for regulating the amount of cold air delivered by the blower R. As indicated in Figure 2, the outlet passage 86 of the blower R has a. damper 91 therein which is actuated by a lever 92 controlled by a thermostat 93 of well known design. When the temperature in the car falls, the thermostat causes a closing movement of the damper 91, thus reducing the cold air supply through the passage 86. When the temperature rises, the thermostat opens the damper 91, thereby permitting a greater volume of air to pass through the duct 86.

' As is well known, the air within a loaded refrigerator car rapidly deteriorates and in order to overcome this defect I preferably provide an ozonizer, as indicated at S in Figure 3 of the drawings, which is mounted near the top of the car beneath the roof of the same. As shown, the ozonizer S is fixed to one of the cross beams of the car and is driven by suitable pulleys and belt from the drive shaft 94 of the blower R. A suitable ozonizer for the purpose indicated may comprise a very high voltage generator with negligible current so arranged that a substantially constant stream of electric sparks is produced when the rotor of the generator is being operated, and allowing a current of air to be acted upon by the sparks to create ozone.

In the nomial operation of my improved refrigerating system, when the car is in motion, the shaft 22 is rotated through the sprocket drive connection with the axle 18, thereby rotating through the flexible shaft connection the fly wheel member 25. The fly wheel member 25 which at this time is in clutching engagement with the gear 29 drives the latter, thereby rotating the drive shaft 28 of the compressor A. The compressor A in its operation withdraws the ammonia from the refrigerating system through the suction pipe N, compresses and returns the same to the system through the pipe D. The compressed ammonia is conducted through the pipe line D to the condensers C on the roof of the car. Inasmuch as the condensers are exposed to the atmosphere, the compressed ammoniais cooled and further condensed. The cooling effect is augmented through the blowing of the air on the condenser coils C when the car is in motion. The compressed and condensed ammonia flows by gravity from the condensers through the pipe line F and the branch pipe line 60 to the receiving tank E below the brine tank at the righthand end of the car as viewed'in Figure 2. The ammonia under pressure is conducted from the receiving tank through the pipe line K and the branch pipe line 6'? to the two pressure reducing valves L-L at opposite ends of the car. The ammonia under reduced pressure and in expanded condition is conducted from each pressure reducing valve to the bottom portions of the two outer coils JJ at the corresponding end of the car. The ammonia passes upwardly in parallel through these coils and thence in series through the connecting sections 62 and the pipe 63 to the bottom of the corresponding coil H within the brine tank. From this coil the ammonia passes through the pipe 65 to the suction pipe N connected to the compressor. As hereinbefore point ed out, the mechanism at opposite ends of the car is duplicated and the coil H within each brine tank has an outlet pipe 65 connected with the suction pipe N, the outlet pipe 65 at the righthand end of the car, as viewed in Figure 2, communicating directly with the suction pipe N and the branch pipe line leading from the outlet pipe 65 at the other end of the car establishing communication between the coil H at that end of the car and the suction line N.

As hereinbefore pointed out, the operation of the pressure reducing valve L at each end of the car is controlled by thermostatic means comprising the parts '70 and 71. As will be evident, the difference in pressure between the fluid in the pipe line K and the coils is thus controlled by change in temperature within the car and also by change in temperature of the fluid passing through the outlet pipes 65. The expanding fluid passing through the coils JJ effects direct cooling of the air within the car and the fluid passing through the coils H--H within the brine tanks at opposite ends of the car eifects cooling of the brine solution within the same, and this solution in turn effects cooling of the air of the car also. The brine solution within the tanks is cooled to a relatively low temperature while the car is in motion and serves as storage means for the cooling energy to be utilized when the car is standing still.

In order to pre-cool the car before loading, the compressor of the refrigerating system is operated through the motor B. When the car is standing still and it is desired to operate the compressor by the motor, the shifting mechanism actuated by the lever 32 is operated to engage the motor in driving relation with the compressor. In operating the shifting mechanism, the lever 32, as hereinbefore pointed out, is turned to the horizontal position shown in Figure 8, thereby shifting the gear 29 so as to engage the teeth thereof with the driving gear 45, at the same time disengaging the gear 29 from the teeth of the rotary member 25, thereby completely disconnecting the drive of the compressor from the power transmitting means of the car axle. The operation of the lever 32 as described, uncovers the opening 49 of the plug receiving socket member 47 and the operator inserts the plug of a power line within the socket, thus providing electric current for the operation of the member B. The motor B is operated until the temperature within the car has been sufliciently reduced. The plug is then disconnected from the socket 47 and the lever 32 operated to shift the driving gear 29 so as to disengage the same entirely from the motor and clutch the same to the fly wheel 25, thus estab lishing driving relation between the compressor and the power transmitting means driven by the car axle. At the same time the cover 50 will close the socket 49, thereby giving visual indication From the preceding description taken in connection with the drawings, it will be evident that I have provided an exceedingly simple, efficient and reliable refrigerating system for insulated railway cars whereby a substantially even constant low temperature is assured at all times and cooling effect is maintained when the car is standing still. Inasmuch as the refrigerator system is operated through motion of the car, the expense of maintaining the low temperature within the car is exceptionally low. The provision of the brine tanks, the brine solution within which 'is cooled during the operation of the refrigerating system, serves as convenient and efficient storage means to produce the cooling effect during a holdover when the car is not in motion. A further advantage of my improved arrangement in pro viding a motor driven from an outside source to operate the compressor is that the car may be effectively pre-cooled before loading by the same mechanical refrigerating system which serves to cool the car while in motion.

As will be appreciated, my improved mechanical refrigerating system has decided advantages over the ice cooled systems now in general use in that the enormous expenditure involved in icing the cars and the relatively great expenditure for large quantities of ice used is entirely eliminated. Further, the damage to the rolling stock of railways due to the use of ice-cooled refrigerator cars is also entirely eliminated. In the operation of ice-cooled cars, in order to obtain the low temperatures required, the ice is mixed with salt and the resulting brine solution drains from the car and drips on the underframe structure of the car and on the truck members, also on the tracks I and bridges over which the car passes. The brine solution causes serious damage to the rolling stock in that excessive corrosion is produced.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a mechanical refrigerating system for railway cars of the refrigerator type, the combination with means for compressing a refrigerating fluid; of condenser means through which the compressed fluid is passed; a plurality of circulating coils arranged in series within the car at one end; means for conducting the fluid from said condenser means to the bottom of the first ones of the series of said circulating coils; pressure reducing means between said condenser and said coils; a brine tank within the car, the first ones in the series of said circulating coils being disposed exteriorly of the brine tank and the last of the series within the tank.

2. In a mechanical refrigerating system for cooling an insulated cold storage chamber, the combination with means for compressing a refrigerating fluid; of condenser means; a brine tank within the chamber; cooling coils within the chamber partly within the brine tank and partly exterior thereto; means for establishing com-' munication between the intake of the compressor and the cooling coils, between the outlet of the,

compressor and the condenser and between the cooling coils and the condenser so arranged as to cause circulation of the refrigerating fluid in a direction to pass first through a portion of the cooling coils exterior to the brine tank and then through the portion of the coils located within the tank; and a pressure reducing means between the condenser and the cooling coils.

3. In a mechanical refrigerating system for cars of the refrigerator type, the combination with fluid conducting means within the car through which a refrigerating fluid is adapted to circulate; a brine tank within the car, said fluid conducting means having a section thereof disposed interioriy of the brine tank and another section thereof disposed exteriorly of said tank along the side thereof and exposed to the air in the car; means for conveying a fluid first to the bottom portion of said section exterior to the tank to induce upward circulation of the fluid therein, the upper end of said last named section connecting directly with the bottom portion of the section within the brine tank to thereafter induce upward circulation of the fluid in said last named section.

4. In a mechanical refrigerating system for railway cars of the refrigerator type, the combinationwith means for compressing a refrigerating fluid; of condenser means through which the compressed fluid is conducted from said compressor; a brine container within the car; a refrigerating coil within the brine container; a refrigerating coil exterior to the container; means establishing communication directly from the top of the exterior coil to the bottom of the interior coil; means for conducting the fluidfrom the condenser first to the bottom of the exterior coil; and a pressure reducing means interposed between the condenser and said exterior coil.

5. In a mechanical refrigerating system for cars of the refrigerator type, the combination with vertically disposed sets of fluid conducting coils within the car through which the refrigerating fluid is adapted to circulate; a brine tank within the car, one of said sets of coils being arranged within the brine tank and the other of said sets of coils being arranged exteriorly of said tank on opposite sides thereof; a pressure reducing means; means for supplying a refrigerating fluid under high pressure to said pressure reducing means; means establishing communication bet-ween the said reducing means and the bottom of each set of coils exterior to the brine tank to induce an upward flowof the fluid in said coils; and means establishing communication between the bottom of said interior setof coils and the top of each exterior set of coils to convey the fluid to the ini terior set of coils and cause an upward flow of the fluid in said last named set of coils.

6. In a refrigerating system for railway cars having an insulated closed body, the combination with means for compressing a refrigerating fluid; of condenser means through which the compressed fluid is conducted from the compressor means; a brine container within the car; a cooling coil exteriorly of the brine container extending along one side thereof; a second cooling coil within the brine container, said exterior coil having an inlet communicating with the condenser, said interior coil communicating with said exterior coil and said interior coil having an outlet communicating with the compressor,

whereby the fluid circulates through said coils successively; and a pressure reducing means interposed between the condenser and the inlet of the exterior coil.

7. In a mechanical refrigerating means for railway cars, the combination with a compressor; of a condenser communicating with the compressor; a circulating coil within the car having an inlet communicating with the condenser and an outlet communicating with the compressor; a pressure a reducing means interposed between the condenser and the inlet of the circulating coil; mechanical power transmitting means operable by rotary movement of an axle member of the car; a second power transmitting means independent of said first named power transmitting means operable only from an outside source of electrical power; and means for selectively and operatively connecting the compressor in driving relation with either of said power transmitting means.

8. In a mechanical refrigerating means for railway cars, the combination with a compressor; of a condenser communicating with the compressor;

a cooling coil within the car having an inlet communicating with the condenser and an outlet communicating with the compressor; a pressure reducing means interposed between the condenser and the inlet of the cooling coil; power transmitting means operable by rotary movement of an axle of the car; an electric motor; and adjustable means for selectively and alternatively connecting either the motor or the power transmitting means in driving relation with the compressor.

9. In a mechanical refrigerating means for railway cars, the combination with a compressor for circulating a refrigerant through a condenser, receiver and cooling coil; of arotary member operated directly by movement of the car; an electric motor having a driving gear means; a shiftable gear member operatively connected to the driving means of the compressor and adapted to have clutching engagement with said rotary member; and manually operated means for shifting said gear member to two different positions, said gear member in one of saidpositions being in clutching engagement with the rotary member and disconnected from the driving gear means of the motor, and in said other position being in meshing relation with the driving gear means of the motor and entirely disconnected from the rotary member.

10. In a mechanical refrigerating system for railway cars, the combination with a compressor for circulating a refrigerant through a condenser, receiver and cooling coil; of means for driving the compressor from one of the axle members of the car; an electric motor for driving the compressor when the car is standing still for pre-cooling purposes; a plug receiving socket electrically connected to the motor and adapted to receive the plug of a power line; manually operated means for operatively connecting the drive of the compressor to either the car axle or the electric motor; and means controlled by the operation of said manually operated means for closing the socket to render the same inoperative when the compressor drive means is *operatively connected with the car axle.

11. In a refrigerating system for closed railway cars having an insulated body divided into a central storage -compartment and cooling means containing compartments at opposite ends, the combination with blower means for causing an upward current of air in said end compartments and delivering the air to the top of the storage compartment; means actuated by movement of the car for operating said b ower means; an ozonizer; and meansactuated from one of the axle members of the car for operating both said blower and said olzonizer.

12. In a refrigerating system for closed cars, having an insulated body divided into a central storage compartment and cooling means containing compartments at opposite ends, the combination with blower means causing an upward current of air in said end compartments and delivering the air to the top of the storage compartment; and means actuated by movement of the car for operating said blower means, said means including a rotary member driven in one direction when the car is being moved forwardly and in reverse direction when the car is being moved backwardly, and power transmitting means between said rotary member and the blower drive shaft for causing rotation of the blower drive shaft constantly in the same direction.

13. In a refrigerator car having a cooling compartment with a tank therein; a compressor; a condenser; and an expander in circuit with the compressor and condenser, said expander including two coils exterior of the tank and a coil within the tank, said two exterior coils being arranged in parallel with respect to the refrigerant passed therethrough and the coil within the tank being arranged in series with respect to the exterior coils in the compressor, condenser, expander, circuit.

14. In a refrigerator car having a cooling compartment formed by a bulkhead near one end, the combination with a compressor adapted to be operated from one of the trucks when the car is in motion; of a condenser coil on the roof of the car and to which the refrigerant is conducted from the compressor; a brine tank within said compartment; expander coils on opposite outer sides of the tank; means for conducting the refrigerant from the condenser coil to the bottoms of said expander coils and passing the refrigerant therethrough in parallel circuits; an expander coil within the tank; means for conducting the refrigerant from the tops of the parallel circuit exterior coils to the bottom of the coil within the tank; and means for conducting the refrigerant from the top of the last mentioned coil back to the compressor.

15. In a refrigerator car having a cooling compartment with a tank therein; a compressor; a condenser; and an expander in circuit with the compressor and condenser, said expander including two coils exterior of the tank and a coil within the tank, said two exterior coils being arranged in parallel with respect to the refrigerant passed therethrough.

16. In a refrigerator car having a. cooling compartment with a tank therein; a compressor; a condenser; and an expander in circuit with the compressor and condenser, said expander including two coils exterior of the tank and a coil within the tank, said two exterior coils being arranged in parallel with respect to the refrigerant passed therethrough; a receiver between the condenser and the expander; and a thermostatically controlled reducing valve between the receiver and the expander.

17. In a railway car, the combination with refrigerating system including a compressor, a condenser and expander in circuit, the compressor being fixedly secured to the underside of the car floor opposite the inner end of one of the car trucks; of means for actuating the compressor when the car is in motion comprising: a bracket secured to said truck on the end adjacent the compressor, an element rotatably mounted on said bracket, a power drive from the adjacent axle to said member;-and a combined flexible and extensible driving connection from said rotatable member to the compressor, said driving connection extending approximately parallel to the adjacent axle when the car is on a tangent portion of track.

18. In a refrigerator car having a bulkhead near one end to form a cooling compartment separated from the main payload portion and with provision for air circulation therebetween, the combination with a compressor, operated by power obtained from movement of the car, for compressing a refrigerant; condensing means; a cold accumulator including a tank within said cooling compartment; refrigerant expander means in said compartment disposed alongside and exterior of said tank; refrigerant expander means within said tank; means for supplying refrigerant to said exterior expander means to effect expansion of the refrigerant while rising therein; means for supplying refrigerant to said expander means within the tank to effect expansion of the refrigerant while rising therein; and return suction piping for the refrigerant to the compressor.

19. In a refrigerator car having a bulkhead spaced from the end wall of the car and upper and lower openings at the bulkhead for circulation of air to and from the end compartment formed by the bulkhead, the combination with a cold storage tank within said compartment; of a plurality of refrigerant expander pipes extending in the space outside of said tank approximately to the bottom thereof for effecting direct cooling of air circulating through the compartment; refrigerant expander piping within and extending approximately to the bottom of the tank for accumulating cold therein; a refrigerant compressor fixedly mounted on the underside of the car body; means for operating the compressor by movement of the car; a condenser; means for conducting the refrigerant from the compressor to the condenser and from the condenser to supply refrigerant to the expanders; and return suction piping from the expanders to the compressor.

20. In a refrigerator car having a bulkhead spaced from the end wall of the car and upper and lower openings at the bulkhead for circulation of air to and from the end compartment formed by the bulkhead, the combination with a cold storage tank within said compartment; of a plurality of refrigerant expander pipes extending in the space between said tank and the end wall of the car and adapted for direct cooling of air circulating through the compartment; refrigerant expander piping within the tank for accumulating cold therein; a refrigerant compressor, operated by power obtained by movement of the car, fixedly mounted on the underside of the car body; a condenser; means for conducting the refrigerant from the compressor to the condenser and from the condenser to supply the refrigerant to the expanders; return suction piping from the expanders to the compressor; and means, also operated by power obtained by movement of the car, for inducing a forced draft of air within the car.

OTTO LUHR.