US2106515A

US2106515A - Air conditioning system

Info

Publication number: US2106515A
Application number: US91733A
Authority: US
Inventors: Wanamaker Ernest
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-07-21
Filing date: 1936-07-21
Publication date: 1938-01-25
Anticipated expiration: 1955-01-25

Description

Jan. 25', 1938. E. WANAMAKE R AIR CONDITIONING- SYSTEM I 5 Sheets-Sheet 1 Filed July 21, 1936 Jan. 25, 193 8. WANAMAKVER 2,106,515

AIR CONDITIONING SYSTEM Filed July 21, 1956 s Sheets-Sheet 2 5 N 1 7 w HEW W- gjhverztozr grnegfwagzafizae/p A E. WANAMA'KER AIR CONDITIONING SYSTEM Jan. 25, 1938.

3 Sheets-Sheet 3 Filed July 21, 1936 at: (Mt o v .niv ZKSaUQ 0 I .Znvezafar (g mp/gt walla/710M561 M952 QrS o 3B qukzm vim mmnzwmzou Patented Jan. 25, 1938 UNITED STATES PATENT OFFICE AIR oonm'rromno SYSTEM Ernest Wanamaker, Chicago, Ill. application July 21, 1936, Serial Nb. 91-,133-

10 Claims. (01.251-4) This invention relates to an air conditioning system, and more particularly to a system in which the power is supplied by an internal combustion engine. An important commercial embodiment of the invention is an automatic Dieselelectric air conditioning unit for heating, cooling I and regulating humidity,and otherwise controlling the'air in railway cars, homes, oflices, stores, shops, laboratories, ships, etc., and at the same time furnishing electric Dower. 1

One feature of this invention is that it afl'ords simple and ecomonical means either for heating or cooling a room, vehicle, or other enclosure; another feature is the utilization of the heat of combustion developed in the engine; a further featurejs the method of control of the humidity of the air; yet another feature is that it .provides additional cooling means for the internal combustion driving engine; an additional feature is that it permits fresh air and recirculated air to be mixed in the desired proportions. Further features and advantages of the invention will be apparent from the following specification and drawings in which: i

Figure 1 is a side elevation, partly in section and somewhat diagrammatic, of a portion of railway car having one form of the novel air conditioning system installed therein; Fig. 2 is a verti-' cal transverse sectional view of the car; Fig. 3 is a vertical sectional view of the blower; Fig. 4 is a side elevation of the same blower; Fig. 5 is a diagram of a modified arrangement of the mechanifcal parts on a railway car; and Fig. 6 is a section on a larger scale, of a heat exchanger. I

The wide spread public demand for air conditioning has'made it desirable to install air conditioning systems in the railway cars now being developed or in those already in service.

tion of a Diesel engine, either the driving motor of the car or an independent unit, to heat the car, transferring the heat from the engine and exhaust to the heating coils in the car by a liquid heat transfer medium. The engine is used to I drive a generator and ,a refrigerating or cooling apparatus, and when desired the liquid heat. transfer medium is circulated through the cool- Y current ifor light and The method disclosed herein uses the heat of combus In the particular embodiment of the invention disclosed herein a railway car I0 is shown having a roof Ii, floor i2, and windows l3. Immediately beneath the floor of the car a Diesel engine I4 is 'mounted, which engine is directly connected through a clutch Ii to a generator l6 adapted to furnish current tothe motors driving the wheels of the car, as I'L- The Diesel engine is provided with the usual water jacket having an inlet pipe I! thereto, with a circulating pump II and an outlet pipe 20 communicating with a two way valve 2| adapted to direct the water either through a radiator 22 or the heat exchanger 28, hereinafter explained.

The exhaust from the engine passes through one of two paths in accordance with the setting of the valve 2|. One path is directly up the exhaust pipe 25 extending through the roof ll of the car; the other path is through the outer ring of the heat,

exchanger 23, then through the pipe 2i and up 20 therein heat transfer means here shown as water pipes 28. These pipes are mounted adjacent the outer walls of the car on each side thereof, and are adapted to pass'under the seats. They are surrounded by a housing or enclosure 29 having openings Ill therethrough at intervals, controlled w by the manually operable valves 3|. Beneath the pipes or heat transfer means 28 is 'a humidity controlling means here shown as a shallow pan 32 adapted to contain water. When the car is being cooled, moisture condensing on the pipes 28 drops into ,thepan 32 from which it may be drawn, as

by thepipe 23; when the car is being heated, water may be supplied to the pan 32 by any convenient means, so thatevaporation will maintain the moisture content of the air at the desi ed humidity.

In order to cool the medium circulated through the heat transfer means 2|, a compressor 34 is provided, which may be directly connected to the generator ii by the clutch 35. This compressor unit is operatively connected to a cooling means or expansion coil 38, in which the refrigerant is allowed to expand and absorb ,heat from the liquid heat transfer medium. A pump 31 direct connected to the compressor II is used to circulate the liquid medium through the cooling means I6.

When it is desired to heat the car, the valve 24 is set so that the exhaust passes through the heat exchanger 28; and valves 2| and 38 are set 1 .heat of the engine is dissipated bythe radiator This blower has two inlets, one being within the to block communication with the radiator-22 and permit the liquid circulating through the engine H to pass along the pipe 39, through the heat exchanger 23, up the pipe 40, through the heat transfer means 28 in the car, and back through i the pipes 4| and 42 to the circulating pump is and the cooling jacket of the engine. When this flow circuit is in use the valves 43 and 44 are set to prevent the flow of the liquid through the cooling means 35 and the compressor 34 is disconnected from its driving means by the clutch 35. When it is desired to cool the, car, the'valve 24 is 'ad- 22 in the usual manner. Thus when the cooling operation takes place there are two distinct flow circuits operative, the first through. the. cooling means to cool the car and the other through the radiator to cool the engine.

The car is shown as provided with one or more batteries 45 connected by the

wires

46 and 41 to the generator it. These batteries may be used to start the Diesel engine, or for auxiliary lighting; ventilating and heating pr-other purposes when the engine is not rurming. The car is provided with electrical heating units 48 mounted on the walls thereof, which may be supplied with current when desired, as when the main heat transfer means is not being used. The car is also equipped with one or more thermostats 48 which may be used to controlthe operation of the various valves automatically; ifdesired.

In order to keep the air within the car in circulation and to dissipate the heat from the heat transfer means 28, a centrifugal blower 50 is here shown as mounted near one end of the housing 29 and adapted to blow air around the pipes 28.

car and the other'opening to the outside of the car. In this way air from within the car may be drawn into the blower and recirculated; and.

fresh air from the outside of the car may bebrought in and circulated over the heat transfer means. Referring more particularly to Figs. 3 and 4 it will be seen that the centrifugal blower 50 has mounted therein on a tubular shaft ii. an impeller 52 having vanes 53. The shaft ii is provided with means for rotating the impeller,

here shown as a pulley 54 adapted to bebelt driven from any desired motor means. The impeller has extending completely therethroug'h axially thereof an opening 1 connecting at each end with inlet openings 58 and 5'1 in the housing 58. The inlet opening 51 draws fresh airlfrom' without the car; and'the inlet opening 58 reing in'the impeller. When this disk is substane of air will be drawn from within andfwithout the car; whenthedisl: is close .to the inlet opening.

tially centrally located practically equal amounts 81 the major portion of the air will be recirculated from withinthe car and'only a small-amount of fresh air will be drawn in through the inlet opening 51; and when the disk Bll is close to the inlet '56 the major portion. of the air drawnin will be fresh air from without the car. It is thus seen that the position of the disk 50, whether manually or automatically set, controls the proportion of recirculated air to fresh air. This enables very good control of both temperature and humidity conditions, since if the heating capacity of the system, for example, cannot raise cold outer air to the desired temperature, only a small amount of fresh air would be drawn in and a large portion portion of fresh air admitted thus enables an air conditioning system of small capacity to maintain a desired temperature within the car regardless of outdoor conditions. Suitable means may also be provided for washing the air to remove dust, odors, etc. i Where it is desired to substantially balance the w ht on opposite sides of the car, the Diesel englue and direct connected generator are mounted on one slde'of the car, preferably beneath the floor, and the' compressor and direct connected motor therefor are mounted on the opposite side beneath said car, with the heat exchanger centrally located between the two groups. In other words, a'motor driveis provided for the 'com-. pressor instead of the direct mechanicaldrive illustrated in Fig. 1. This arrangement is illustrated somewhat diagrammatically in Fig. 5. Fig. 6 is a section of the heat exchanger used in the embodiment shown in Fig. 5. It consists essentially of three concentric shells 83, 84 and 65. The space between the two outer shells con,-

' stitutes a conduit for the exhaust gases from the side of it and cooling means-on the other side of air from within recirculated. .Control of the of it, the drawings showing the exhaust gases as surrounding the container for the water, and the refrigerating medium in the inner of the three concentric passages. I

The exhaust gases are conducted from the engine to the heat exchanger through a conduit 68. v The refrigerant is led from the condenser through a conduit 61 to'the inner chamber in which it expands and is drawn off through the conduit 88 and returned to the compressor. The water jacket has'a pipe 69 leading to the heating and cooling coils and is also connected to a suitable pump "It to aid inucirculating the water, said pump being driven by a suitable motor, preferably electric. The heat exchanger is mounted between the girders ll.

' The flexibility and usefulness this type will be readily apparent. For example,

in a railway passenger car frequently hauled in of a system of.

freight trains or left on sidings for temporary oflicefacilities, the usual heating has been by means of an ordinary coal fired hot water system, arranged with a steam heat exchanger-coil so that the water in the heating system can also power Diesel engine and an electric generator of about that capacity. In very-cold weather not'only will the heat from the-engine exhaust be .used tolieat the car, but about 25 horse power of 10so that the heat transfer means would be cooled.

to cool the interior of the car. Normally this heat transfer medium circulating in the pipes 28 is water, with some common commercial antifreeze substance therein. A unit of this type is sumciently small so that it can be installed in the usual ice box space of an ice activated air conditioned car.

a This system is particularly adapted for ready connection to station or terminal outlets, in that the heat exchanger can be used with steam to heat the water, and commercial electrical current can be used either to heat the car through the electrical heating units or, where the compressor is driven by a separate electric motor, to operate the cooling system.-- Water or otherheat transfer means has suflicient specific heat to provide considerable heat storage, so that where less than the maximum heating fsneeded, the engine can be run to operate both the heat exchanger and the electrical heating units and then shut down, or where the water has been heated from some other source, the circulation of the heated water .may continue in either case, and supply sufilcient heat to maintain the desired temperature for a considerable time. v

Control of the various valves and other operating mechanisms described may be eithermanual or by means of thermostats and automatic devices controlled thereby. Thus,,if desired, automatic regulation may be had of the rate of circulation of the cooling medium, the;

rate of air circulation over the coils 28, the pro-,

portion of fresh air to recirculated air, the

. means-tor, establishing communication betweenv the heat taken by the exhaust, and other factors. In fact, the system may be made automatic in its selectionand. use of heat (or so-called cold) :from whatever source is most available and conomical. a j

The foregoing detailed description has been given to illustrate certain uses of the invention,-

the apparatus and partsthereof may be employed within the scope of said invention.

1. Air conditioning apparatus of the character" described for a vehicle having an internal combustioriengine, including: heat transfer means 'in said car, said means being adapted to have a heat transfer medium flow therethrough; a heat exchanger adapted to have the exhaust gases of said engine pass therethrough; a flow circuit for said medium including said engine, said heat exchanger, and said heat transfer means, whereby said car is heated and said engine cooled; cooling means; a second flow circuit for said medium includingsaid heat transfer'means and said cooling means whereby said car is cooled; selective means for rendering either of said'flow circuits operative; 'a radiator for cooling said engine, and

said engine and said radiator when said second circuit is operative, and forcutting ofl such-communication when said first erative.

2. Air conditioning apparatus of the character described fdr a railway car driven by an internal combustion engine, including: heat transfer means in said car, said means being adapted to have ,a heat transfer medium flow therethrough; a heat exchanger adapted to have the exhaust flow circuit is opgases of said' engine pass therethrough; a flow I circuit for said medium including said engine, said heat exchanger, and said heat transfer means,-whereby said car is heated and said engine cooled; coolingmeans; a second flow circuit for saidmedium' including said heat transfer means and said cooling means whereby said car is cooled; selective means for rendering either of said flow circuits operative; a radiator for cooling said enginega thlrd'fiow circuit including said engine and said radiator, selective means for ren- 2, including means for regulating the humidity in said car. i

5. Air conditioning apparatus of the character cooled internal combustion engine, including: heat transfer means in said car, said meansbeing adapted to have said liquid flow therethrough as a heat transfer medium: a' heat'exchangeradaptedlto have the exhaust gases of said engine pass therethrough to heat said. liquid; a pump; pipes connecting said engine, pump, heat exchanger, and heat transfer means, whereby said liquid is circulated therethrough to heat said car from the exhaust gases and the engine cooling liquidas joint sources of heat; cooling means; valve means connecting said cooling means to said heat transfer means, whereby said liquid is circulated through said cooling means to cool said car; and radiator means for'cooling said engine only when said car is being cooled.

6. Air conditioning apparatus of the character described for a railway car driven by an internal combustion" engine, including: heat transfer means in said car, said means being adapted to have a liquid heat transfer medium flow therethrough; a heat exchanger adapted to have the exhaust gases of said engine pass therethrough; a radiator for the engine; .cooling means; a pipe having a valve therein for selectively connecting said engine to said heat exchanger or to said.

. operative and a third flow circuit including said.

radiator and'said engine, whereby said engine may be cooled when said second flowcooling circuit is operative and said heating circuit is in- .3 described for a. railway car driven by a liquid operative, and may furnish heat to said heating circuit when the latter is operative.

7. Apparatus of the character claimed in claim 6 including a blower adapted to circulate air around said heat transfer means, said blower having an inlet within said car and a second inlet without said car; and means for regulating the 4 proportion of air admitted to said .hiower through eachinlet thereof.

8. Air conditioning apparatus of the character described for a railway car comprising an internal combustion engine and a direct connected.gen erator beneath said car on one side of the center thereof, a compressor direct connected to a motor. both. located on the other side of said car beneath the same, said motor being connected to and driven from said generator, a condenser for a refrigerant adjacent said compressor, a heat exchanger located beneath said car and connections therefrom to said engine, compressor and condenser near the center thereof, pipes for liquid heat transfer medium leading from said heat exchanger to the interior of said car to heat and cool the same.

9. Air conditioning apparatus comprising an,

internal combustion engine having a radiator, a heat exchanger through which the exhaust gases from saidvengine may pass, pipes connected to said engine and radiator and to said heat ex"- changer, containing a liquid heat transfer medium .i'or warming the air adiacent said pipes, refrigerating apparatus operated by said engine Patent No. 2,106,515.

aijoasis and to which'said connected also, a-

container for water below. said pipes to supply moisture for regulating the humidity of'the air adjacent said pipes and to-collect the v condensate formed when said pipesare used .for cooling the said adjacent air and said engine, and valves for rendering. said refrigerating apparatus or said radiator effective at will, whereby the engine dissipates heat from said radiator only when said pipes are used for v 10. Air conditioning apparatus of the character described, for a system having an internal com hustion engine, including: heat transfer means for the space to be conditioned, said means being adapted to have a heat transfer medium flow therethrough; a heat exchanger comprising three concentric rconduits, the middle one" being connected to permit said heat transfer. medium to ilow 'therethrough, one of the other two conduits being connected to the exhaust of said engine and a refrigeratingunit connected to the other of said conduits to permit a refrigerant to expand therein and cool said medium.

January 25, 195 8.

ERNEST WANAMAKER.

Itds'hereby certified that .error appears in the printed specification of the above mnnbered patent requiringcorrection s'ls z'tollo'wii: Page first column, liney12, claim 8, strike out {"and" and Martins toad the words and comma near the center thereof,; line 11 same c=1a1n,, stri k e out j'lnear the center thereof" and after the command-before "pipe i" insert and; and

that the said Letters Patent should be read with these corrections there-- Patent Office;

inthat the same may conform to the record of" thdcase inthe Signed and sealed this 8th day of March, 5.1); 1958;.

Henry Van' Arsdale,

(Seal) Acting Connn iss ioner of Patents 4 proportion of air admitted to said .hiower through eachinlet thereof.

9. Air conditioning apparatus comprising an,

aijoasis and to which'said connected also, a-

January 25, 195 8.

ERNEST WANAMAKER.

Henry Van' Arsdale,

(Seal) Acting Connn iss ioner of Patents