US2104381A

US2104381A - Refrigerating apparatus

Info

Publication number: US2104381A
Application number: US4346A
Authority: US
Inventors: Donald F Alexander; Charles L Paulus; Charles F Henney
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1935-01-31
Filing date: 1935-01-31
Publication date: 1938-01-04
Anticipated expiration: 1955-01-04

Description

4, 193. D. F. ALEXANDER ET AL 7 7 REFRIGERATING APPARATUS Original Filed Jan. 51, 1935 4 Sheets-Sheet 1 2 wwsmq WMW ATTORNEYS Jan. 4, 1 38 D. F. ALEXANDER ET AL REFRIGERATING APPARATUS Original Filed Jan. -31, 1935 4 Sheets-Sheet 2 5:5 I I V "an" I l I IIIIWI IIIP W, INVE T R.

ATTORNEY 4 Sheets-$het 3 W ATTORNEY.

z. Ma 3AM REFRIGERATING APPARATUS Jan. 4, 1938. D. F. ALEXANDER ET AL Original Filed Jan. 31, 1935 K I 7 M I F m m m A CLI/ QE i N\\ l NQ a MQ\ \l Q E \Q 9% W. A m |WQ\ \Q\ Vb DQ\ Jan. 4, 1938. D. F. ALEXANDER ET AL REFR IGERATING APPARATUS 4 Sheets-Sheet 4 Original Filed Jan. 31, 1935 55 [,Ill

Patented Jan. 4 51 NIT E ENT orrlcs BEFKIGEEATING APPAT'US meals F.

Alexander, Charles is. Paulus, and

Application January 31. 1935,. Serial No. 4,346 Renewed May 21, 1937 18 Claims. (01. 62-417) This invention relates to refrigeration and more particularly to the conditioning of air for railway cars and the like.- i

It is an object of this invention to provide a way of driving a compressor on a railway car either from the axle of the car or from a motor and to provide an improved arrangement whereby the motor drives the compressor when the car runs below a predetermined speed or stands still and whereby the car axle drives the compressor when the car runs above a predetermined speed and also drives the generator to charge a battery when the car runs at sufficiently high speed.

5 Further objects and 'ad vantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings:

Fig. 1 is' a diagrammatic representation of an embodiment of this invention;

Fig. 2 is a wiring diagram for the arrangement vided with a valve 34 having a thermostatic bulb placed near the outlet of the evaporator and 215 shown in Fig. 1; .Fig. 3 is a cross-sectional view of the driving pulley of the variable ratio drive; and

Fig. 4 is a cross-sectional view of the driven pulley of the variable ratio drive.

In the arrangement shown in Fig. 1, together. with the wiring diagram shown in Fig. 2, the heat dissipator, including the compressor II is driven by a motor-generator ll (acting as a motor) through a car speed zone, such as when the car stands or travels at a slow speed, such as below I 15 M. P. H. The compressor is driven by a variable ratio drive from the axle of the car through another car speed zone, such .as when .the car travels at 15' M. P. H. or above. The arrangement is such that. as the speed of the car increases, say to approximately 15 M. P. H. the compressor is connected to the axle 'drive, but the generator is prevented from generating until the speed of the car reaches a third car speed zone including all speeds, say 25 M. P. H. and above. The pur- 45 pose of such an arrangement is to prevent too large a transmision load on the variable ratio drive when the power transmission parts are not moving at high speeds. In the arrangement shown, the axle I! of the 50 car is connected to the shaft It, by means of a variable ratio drive. The shaft II is driven at a substantially constant speed when the car travels between certain speed limits, such as 15 to 90 M. P. H. The shaft It drives shaft It through 55 beveled gears l5 and I5. The shaft ll drives the -When switch 0 is closed, the refrigerating system motor-generator shaft l1 through the medium of a clutch l5 and the necessary universal joint arrangement, one of the universal joints being shown at l9 and the other at 20. The motorgenerator shaft I1 is drivingly connected to the 5 compressor l0 through the medium of the multiple belt drive 2|. A pneumatic clutch 22 is provided so that the motor-generator II can be dis connected from the compressor ID. This permits the motor-generator to .be driven as a generator m to charge the battery even when refrigeration is not required. The refrigerating system includes a heat dissipator which may take the form of compressor Ill connected to a condenser 23 and receiver 24 and a heat absorber which may take 15 the form of an evaporator 25. A fan 11, driven by a motor 28, blows air over the evaporator 25 and into the compartment to be conditioned, the air coming from the outside through the conduit 25 provided with a filter and/or from the in- 20 side of the car compartment through the conduit 3| under the control of dampers 3! and 33. The evaporator 25 may be of thetype which is proso arranged as automatically to maintain the cooling surfaces of the evaporator above 32 F. and to prevent frost-back between the evaporator and the compressor. This latter feature is accomplished by setting the automatic valve 34 to so maintain a vapor pressure within the evaporator corresponding to a temperature above 32 F. but below -the temperature to which the air is to be cooled. 3

Controls are provided for the clutches l8 and 35 22 and for the electrical circuit. A wiring ar- 1 rangement for the controls is shown in Fig. 2. A batteryjiia. is provided with

main leads

38 and 31. A generator, which may be comparatively small, if desired, is driven from the axle i2 and o generates current in proportion to the speed of p the car. This generator is connected to the solenoids 39, Ill and ll.

Referring now to Fig.2,- the manual switch 42 controls the flow of current to the motor fan 28 5 so that the fan 21 may be operated even when refrigeration is not required. The manual switch 43 controls the action of the refrigerating system.

is placed under the control of thermostat ll. 50 when the temperature rises inthe compartment of the car in which the thermostat 44 is placed, the contacts I! are closed. This causes current to flow to the solenoid 45 which in turn controls the flow of air to the'clutch 2! and causes the r clutch to close or come to the driving position, if the car is standing still or is running below 15 M. P. H. When the contacts 45 close, current also flows through line 41 and low voltage relay cutout 49 (coil 49a of which is placed across the battery 35a by lines 492)) to the starter coil 50 and from thence to the line 37. When the coil 50 is energized, the contacts 5I are closed. This causes the current from the battery to energize the motor. This is accomplished because current flows from the line 36 through fuse 52, shunt plug 53, line 54, contacts 5I, armature 55 of the motor-generator II to line 31. In addition current flows through the branch 56 and contacts 51, 58 through motor resistance 50 and motor shunt field 60 to the line 31.

At 15 M. P. H. the solenoid 30 opens the contacts 48 and moves the contact 51 to the contact 6|. The opening of the contacts 48 cuts off the supply of current from the battery to the motor and thus permits the motor to stop. After a sufiicient time delay to permit the motor to stop, and when the car reaches, say 18 M. P. H., the solenoid 40 closes the contacts 52. This energizes the solenoid 63 and causes air pressure to close clutch I8 through the medium of bellows 64. This causes the car axle I2 to drive the compressor I; but the motor-generator does not at this time charge the battery. Thus the double load of the compressor and generator is not. at this time, placed on the relatively slow moving power transmission parts. While the car is traveling at 18 M. P. H. or above, the clutch 22 is still under the control of thermostat 44 and thus the compressor I0 is started and stopped in accordance with temperature conditions in the compartment of the car for which the air is being conditioned.

At 25 M. P. H. the motor-generator II is caused to charge the battery 35a. This is accomplished because, at 25 M. P. H., the solenoid 4| closes the contacts 65. This re-energizes the starter coil 50 which again closes the contacts i. As the contact 51 is now in the dotted line position in contact with 5|, current from the armature 55 flows through branch 56, contact 51, contact 6|, variable resistance 62a, shunt field 60 to line 31 and back to the armature 55. The variable resistance 62a has its resistance increased as the voltage rises since the coil 63a is placed across the terminals of the armature 55. Coil 63d regulates the resistance of carbon pile 62a,

Under these conditions the battery 35a is charged by ,the motor-gene ator since current can flow to the battery from the armature 55 through contacts 5I, line 55, shunt plug 53, fuse 52 and line 36. If desired, an armature current limiting coil 652) may be placed across the terminals of the shunt plug 53 so that if the current becomes abnormally high while the generator is operating, the variable resistance 62a is increased, and thus the charging rate is decreased. Lights 64 may be placed across the battery 35a and may be controlled by switch 55.

The

solenoids

39, 40 and 4| may be so arranged that when they have acted to close or open their respective contacts at a given train speed they maintain their respective contacts in the new position even if the train speed recrosses the critical speed, until a suiiicient change in speed' has occurred to prevent chattering. Thus while solenoid 39 opens its contacts at 15 M. P. H. as the speed of the train increases, the contacts do not reclose until the train has slowed down to, say 13 M. P. H. or less. Likewise solenoid 40 may close its contacts as the train speed increases to 18 M. P. H. but will not open them again until the speed drops to say, 16 M. P. H. Solenoid 4I may close its contacts at 25 M. P. H. and open them at 22 M. P. H. It is to be understood that the speed limits given are by way of example, however, and that any other suitable speed limits maybe chosen.

Any type of variable ratio drive may be placed between the car shaft I2 and the longitudinal shaft I4. However, we prefer to use the belt drive together with the variable diameter pulley arrangement shown more in detail in Figs. 3 and 4. Thus two driving pulley structures 00 and 80a are placed on shaft I2. These driving pulley structures may be substantially identical and are merely placed in diametric relationship with each other. These structures are connected by belts 8|, 82, 8Ia and 82a. with the driven

pulley structures

83 and 83a respectively. The driven

pulley structures

83 and 83a are fixed on the shaft I3 which carries the bevel gears I5 meshed with the beveled gear I 6 and which drives the shaft I4 through the medium of the sliding keyway Na and the universal joint 20. The shaft I4 is provided with another universal joint I9 which connects with the section I I which may be carried by bearings on the main body of the car. The construction is such that the truck I0 may turn relatively to the main body and this change in position is compensated for by the sliding keyway Ma and the universal joints I0 and 20.

The variable ratio drives I5 and I5 may be identical, except that they are diametrically placed with respect to each other. The driving pulley structure 80 is shown more in detail in Fig. 3. It may include a pair of flanges I00, IOI which are fixed both rotationally and axially on the shaft I2. shaft I2 by the bolts I02 and by proper keys between the cylinder I02a and the shaft I2. The flange I M is fixed to the shaft I2 through the medium of rods I03 and "Ho which in turn are secured to the flange I00. There are several rods I03 and I03a arranged about the shaft I2. The rods I03a have sleeves I03b which look the flange IOI axially. A pair of flanges I04 and I05 are so arranged that they move axially with respect to axle I2 and cause the belts 0| and 82 to move radially towards the shaft I2 as the speed of the axle I2 increases, and this movement is so calibrated that the shaft I3 is driven at a substantially constant speed while the car travels between certain speeds as will be hereinafter more fully described. Simultaneous movement of the flanges I04 and I05 may be accomplished by providing a plurality of sleeves I06, which are fixed to the flanges I04 and I05, and which ride on the rods I03 through the bearings I01. The flanges I04 and I05 may thus move axially with respect to the axle I2 by riding on the rods I03. 'A spring tension may be imposed on the flanges I04 and I05, and this may be accomplished by a plurality of springs I08 which bear against the flange I05 at one end and against a flange. I09 at the other end. The flange I09 may be placed in fixed relationship, both with respect to rotation and axial movement, on the shaft I2. This may be accomplished The flange I00 is fixed on the strength of the springs I00 is so chosen that the flanges I04 and I05 move axially the proper amount to maintain the shaft I3 substantially 'tion as herein disclosed, constitutes a at a constant speed, as hereinafter more fully described.

The driven pulley structure 83 is shown more in detail in Fig. 4. This structure may include a pair of flanges H and ill which are fixed, both rotationally and axially, with relation to the shaft I3. This may be accomplished by fixedly keying the flange ill! on the shaft l3 at H2. The flange III is fixedly connected to the flange H0 through the medium of rods H3 and H4, there being several of the rods H3 and H4. The rods H3 are provided with sleeves H5 which, together with the washer I I6, flxedly clamp the flange HI with respect to the flange H0. A pair of relatively movable flanges H1 and H8 are provided. These flanges are keyed to each other b the sleeves H9 which ride on ball bearings I glen the rods H4. The spacing between the fla ges H'l andl I8 is thus maintained constant; but the flanges H1 and H8 may move simultaneously axially with respect to the flanges H0 and Ill.

The movement of the flanges H1 and H8 is governed by any. suitable means which tends to maintain the shaft ii at a substantially constant speed. Thus a plurality of centrifugal weights 120a may bear against the surfaces HI and H2 and tend to spread them apart upon slight diflerential increase of speed. The spread ing apart of these surfaces moves the flange H1 towards the flange H0 and the flange H8 towards the flange HI. Such a motion causes the belts 8i and 81 to move radially downward. Such belt motion is compensated for by a simultaneous movement of the belts radially inward on the driving pulley structure 80. Thus if the speed of the shaft 52 tends to increase, the belts 3i and 82 move downwardly on the driven pulley structure 83 and thus tend to increase the ef-- iective belt diameter on this structure. At the same time the belts move radially inward on the driving structure 80 and thus tend to decrease the "driving diameter on this structure. The calibration of the centrifugal weights 8% and the strength of the springs its can be such that the speed of the shaft i3 can be maintained sulostantially constant within any desired constant speed limits, there being merely the slightest speed difierential on the shalt l3, sin'iicient to permit the radial movement the weights 02d. Any suitable structure tor the weights llil may be used, but We prefer to use the Weight str'iic" ture disclosed in the copending application of harles Paulus and Lester Perrine, Serial aile the form oi embodiment of the inven preferred form, it is to he that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

l. in a vehicle; a live aide assembly; a corn- :c-ressor; a unitary motcr generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-gener ator and between. said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said. motor-generator, to act as a motor energized from said. battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, and the generating field oi said motor-generator being energized in a circult in parallel with said battery.

2. In a vehicle; a live axle assembly; a compressor; a unitary motor generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, and the generating field of said motor-generator being energized in a circuit in parallel with said battery, said control means including provisions to cause said compressor to'perform a compressing action, while driven from said live axle assembly, at times when said motor-generator is not generating.

3. In a vehicle; a live axle assembly; a comwhen said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-= generator, said motor-generator arranged to act as a generator to charge said battery and the generating field of said motor-generator being energized in a circuit in parallel with said hattery, said control means including provisions to cause said motor-generator to peril i a gen erating action while driven from sale live axle assembly, at times when compressor is compressing,

l. in a vehicle; a live axle pressor; a unitary motor-generator; a torque transmitting lllC its in live axle assembly to said com essor mot tor and hetvveen sad cornn at. otorgenerator; control automatically sive to vehicle running conditions, motor-generator, to act motor from sa d battery, to drive said compressor inclependently of said live aisle ass bly when said vehicle is running below a ce 'ain speed and, when said vehicle running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting "means,

' said compressor andsaid motor-generator, said motor-generator arranged tov act as a generator will torque transmitting means from said live axle v assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and saidmotor-generator, said motor-generator arranged to act as a generator to charge said battery and the generating field of said motor-generator being energized in a circuit in parallel with said battery, said control means including provisions for causing said compressor to perform a compressing action, while .lriven from said live axle assembly, at times when said motor-generator is not generating.

6. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motorgenerator, said motor-generator arranged to act as a generator to charge said battery ,and the generating field of said motor-generator being energized in a circuit in parallel with said battery, said control means including provisions to cause said motor-generator to perform a generating action while driven from said live axle assembly, at times when said compressor is not compressing.

7. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motorgenerator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a cer-- tain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator beteen motoring from said battery and charging said battery in response to running and refrigeration conditions, the generating field of said motor-generator being energized in a circuit in parallel with said battery.

8. In a vehicle; a live axle structure; a bat tery; a refrigerating system on said vehicle including an evaporator, condenser and a. unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, the generating field of said motor-generator being energized in a circuit in parallel with said battery, the arrangement being such that said motor-generator can perform a generating action while driven from said live axle structure at times when said compressor is not compressing. I

9. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between'said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, the generating field of said motor-generator being energized in a circuit in parallel with said battery, the arrangement being such that said compressor can perform a compressing action while driven from said live axle structure at times when said motor-generator is not generating.

10. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, the gen erating field of said motor-generator being energized in a circuit in parallel with said battery, the arrangement being such that said motorgenerator can perform a generating action while driven from said live axle structure at times when said compressor is not compressing and that said compressor can perform a compressing action while driven from said live axle structure at times when said motor-generator is not generating.

11. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from saidvbattery and charging said battery in response to running and refrigeration conditions, the generating field .of said motorgenerator being energized in a circuit in parallel with said battery, said refrigeration responsive means controlling the operation of said compressor when driven by said motor-generator acting as a motor.

12. In a vehicle, a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to saidcompressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, said torque transmitting means including gearing belted to said live axle assembly, said gearing being connected to said motor-generator. by a shaft longitudinal to the car.

13. In a vehicle, a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressorv and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motill tor-generator to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge assembly, said gearing being connected to said motor-generator by a shaft longitudinal to the car, and a clutch between said motor=generator and said live axle assembly automatically re sive to vehicle running conditions.

. n a ehicle, a live axle assembly; a cornunitary motor-generator; a battery; e no transmitting means from said live axle assembly to said compressor and motongenerand said compressor and motorgenerator; control means, automatically respon sive to vehicle running conditions, to cause motor-generator to act as a motor energized from said battery, to drive said compressor independently of live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said inotor-generator arranged to act as a generator to charge said battery, said torque transmitting means including gearing belted to said live axle assembly, said gearing being connected to said motor-generator by a shaft longitudinal to the car, and said compressor being placed laterally of said motor-generator and belted to said motor-generator.

said battery, said tor ue transmitting means including gearing belted to said live axle 'motion, to cause said live axle assembly to drive,

through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, said torque transmitting means including gearing belted to said live axle assembly, said gearing being connected to said motor-generator by a shaft longitudinal to the car, and a clutch between .said motor-generator and said live axle assembly.

16. In a vehicle, a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, said torque transmitting means including gearing belted to said live axle assembly, said gearing being connected to said motor-generator by a shaft longitudinal to the car, and means automatically responsive to refrigeration conditions modifying the operation of said compressor.

1?. in a-vehicle, a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-gen orator; control means, automaticallyresponsive to vehicle running conditions, to cause said motor=generator to act as a motor energized from said battery, to drive said compressor independently oi" said live axle assembly when said vehicle is standing and, when said vehicle is in motion,

to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, said torque transmitting means including gearing bolted to said live axle assembly,

pressor; a unitary motor-generator; a battery;

torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator to act as a motor energized dli from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, said torque transmitting means including gearing belted to said live axle assembly, said gearing being connected to said motor-generator by a shaft longitudinal to the car, and a pneumatically operated clutch between said motor-generator and said live axle assembly.

DONALD F. ALEXANDER. CHARLES L. PAULUS. CHARLES 1". HENNEY.