US2165580A

US2165580A - Air circulating system for rolling stock

Info

Publication number: US2165580A
Application number: US90199A
Authority: US
Inventors: Edward L Scheufler
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-07-11
Filing date: 1936-07-11
Publication date: 1939-07-11
Anticipated expiration: 1956-07-11

Description

July 1'1, 1939.' E. L. SCHEUFLER l2,165,580

AIR CIRCULATING SYSTEM FOR ROLLING STOCK ATTORNEYS.

July 11, 1939- E. l.. scHEUFLER 2,165,580

- AIR CIRCIULATING SYSTEM FOR ROLLING STOCK Filed July 11, 193e :s sheets-sheet 2 ATTORNEYS July l1, 1939. E. L... scHEUFl-.ER

AIR CIRCULATING SYSTEM FOR rROLLING STOCK Filed July 11, 193e 3 Sheets-Sheet 3 ATRNEYS.

Patented July 11, 1939 UNITED STATES AIR CIRCULATING SYSTEM FOR ROLLING STOCK' Edward L. Scheuiler, Kansas City, Mo.

Application July 11,

3 Claims.

of such a system as will be operable by at least n one ofthe wheels of the car, to the end that mechanical circulation is established, rather than that usually employed.

One of the important aims of this invention is to provide in a car having a storage compartment therein and wheels to support the car, means for positively directing currents of air in cyclic paths through the storage compartment, so that no static condition will prevail, and so that a relatively even temperature is maintained throughout the entire compartment as the car is being transported.

A yet further object of the present invention is to provide in an air circulating system for rolling stock, a system of ducts, means for-circulating air through said ducts, and the compartment formed with the car, and structure operable by a wheel of the car for actuating the circulating means, all to the end that outside sources of energy are not required so long as the Acar is traveling.

A still further object of the inventionis the provision, in a circulating system, of means for heating the air passing through the ducts and compartment of the carl without interrupting Aits cyclic path, and in such fashion as to definitely preclude the entrance into the ducts or compartment of objectionable products of combustion.

Another and very important aim of this' invention vis the provision in refrigerator cars of the conventional type, of means for positively circulating the air Within the storage compartment of the car and through the ice bunkers therein, currents of air in complete cyclic paths so that even though the bunkers are not lled to capacity, a predetermined temperature might be maintained within thel car compartment and unevenness of vtemperature overcome.

A yet further object of the invention is to provide a novel and unique powerA take-oil mechamism for rolling stock circulating systems, which take-oi mechanism might be assoicated with one of the wheels of the car in such fashion as to combine the structures of both wheels and take-oft' mechanism as to compensate for variation in specic location of the wheel as the truck carrying the same passes around curves of varying 1936, Serial No. 90,199

(Cl. 'I4-13) degrees and overl rail joints and frogs that normally displace the Wheels.

Other objects of the linvention, including specific structural details and advantages arising from the combination, will appear during the course of the following specification, referring to the accompanying drawings, wherein is illustrated one embodiment of the circulating system.

Figure 1 is a vertical, longitudinal, sectional view through a railroad car, having associated therewith a circulating system embodying this invention.

Fig. 2 is a horizontal, longitudinal section through the same, taken on line II-II of Fig. 1, but with the false floor removed to reveal the position of the ducts.

Fig. 3 is a fragmentary, detailed, sectional view, taken on line III-III of Fig. 1.

Fig. 4 is a vertical, Vlfragmentary, sectional view, taken through the combined circulator and heater unit. i

Fig. 5 is another sectional view through said unit, taken on line V-V of Fig. 4.

Fig. 6 is a fragmentary, detailed, sectional view, taken through the liquid trap forming a part of the Acirculator and-heater unit.

Fig. 'I is an enlarged, longitudinal', central, sectional view, taken through the power take-oil unit.

Fig. 8 is a'vertical, central, sectional view of the power take-01T unit, taken on line VIII-VIII of Fig. 7.

Fig. 9 is an end elevation of the power take-oi unit, with the end plate removed, and,

Fig. 10 is asimilar view, but with the end plate in position.

Before denitely mentioning the specic nature of the parts forming the air circulating system and describing the manner in whichthey combine with the conventional elements of a refrigerator car, short comings and objectionable features that this system eliminates Will be recorded.

One skilled in the art fully understands that refrigerator cars now in common use must be cooled during certain seasons of the year and as they are passed through certain parts of the country, and heated during the colder seasons of the year and while the car is transported across certain territory. Temperature diierential within the storage compartment annd bunkers of the car has heretofore been relied upon to provide circulation. Static conditions existed and spoilage of perishable occurred. When means for heatingthe storage compartment of the car was employed, products of combustion, including dangerous gases. were released within thelstorage compartment of the car, to the end that injury and sometimes loss 'of life occurred because inspections at terminal points required the attendant to enter the car before a change of air occurred therein. f

In many instances chipped ice was piled directly upon the perishables being shipped and the storage compartment was actually flooded with Water andthe door and lower walls of the car damaged .to a considerable extent. It has also been found that the ice bunkers in the car must be maintained substantially filled to capacity or the perishable goods in the center of the car at the point farthest removed from the bunkers will spoil.

From the foregoing, it will be apparent, and one skilled in the art fully recognizes, that the lack of complete circulation is the predominating factor contributing to practically all the short comings now being encountered through the use of the well known commercial type of refrigerator car.

Broadly, this invention aims to provide a complete circulating system for such l. refrigerator cars or, in fact, any piece of rolling stock, wherein it is desirable to create cyclic paths of air without the employment of mechanical means or sources of power other than that which can be easily carried by the car as a permanent part thereof, and driven by oneof the wheels of the car as the same is traveling.

Parts embodying the invention are illustrated in association with a .refrigerator car having a floor, sides, ends and top I2, I4, I6 and I8 respectively, which combine to provide a storage compartment 28, wherein is placed perishable goods for shipment. 'I'he usual doors 22 `permit access to compartment 20 and trucks 24, having wheels 26, support the car for movement along the rails. Each wheel 26 has a iiange 28l and the later described power take-oil is in engagement with the outer periphery of this ange. Bull: heads 30 are built within compartment 20 across the ends of the car to set o bunkers 32, within which is placed "a quantityvof ice when compartment 20 is to be maintained at a temperature lower than the atmosphere. Bulk heads 30, having.

openings

34 and 36 near the top and bottom respectively thereof, .are

covered -by screen orv foraminous material 38, so that currents of air may `freely pass from compartment to bulk head and vice versa.

fA false floor 40 supports the articles stored within compartment 20, and itvis within the space provided between false door 40 and floor I2 that ducts, forming a part of this system, are disposed.` First duct 42 extends from a point adjacent one wheel 26 toward one end of compartment 28, and second duct 44 extends longitudinally along compartment 20 toward the other v end thereof. I'hese ducts are in overlapping relation at Athe point adjacent and above the wheel, and laterals 46 and 481 are extended from

ducts

42 and 44 respectively. Ducts 42 and 44 i are in communication with bunkers 32 through the medium of laterals 46 and 48, that may have an. open side directly against lower openings 36, or which may be-provided with a numberof perforations, such as are employed in

ducts

42 and 44, as shown at 50 and 52 respectively.

The use of ducts as illustrated and described will accomplish the endA of establishing complete cyclic circulation when the hereinafter circulator and heater unit is employed. The direction of the' flow of air' currents within the car is indicated by the arrows of Figs. 1 and 2, and it is obvious that no static condition will prevail in any part of the entire car so long as the ducts and the openings through bulk -heads 30 are maintained unrestricted.

'Ihe combinationl circulator and heater unit, shown in detail in Figs. 4 and 5, is in direct communication with

ducts

42 and 44, and as a matter of fact, scroll housing 54 is merely a continuation of the two ducts,-which extends laterallyand downwardly through floor I2 of the car so that the circulating fan 56 may be conveniently positioned at the point of juncture between ducts, 42 and 44, to the end that air will be circulated through these ducts, regardless of the direction of travel of the car and, therefore, the direction of rotationof fan 56.

Scroll housing 54 houses fan 56 at a point within an opening 58 formed in the vwalls of the depending portions of the two ducts. 'I'his fan 56 is mounted upon a shaft 60 that extends outwardly through a bearing 62, and a pulley wheel 64l is secured to the Iouter end of shaft 60 so that belt 66 may operate the fan. A water drain 68 is in connection, through the medium of pipe 10, with the lowermost part of scroll housing 54, so as to remove any collected water which would always migrate, to the said lowermost point. A ball valvevyof the nature shown in Fis, 6, automatically seals pipe 18 so that air will not pass into the ducts through the drain, and this ball valve comprises an outlet pipe 12, covered by-a cage 14, within which is confined ball 16, that normally seats itself upon the inner end of outlet pipe 12 to obtain the desired end. 'I'his liquid trap may be housedas shown in Flg. 4 to protect the same from the elements, and pipe 10 projects into housing 18, which encases scroll housing 54 below floor I2."

Housing 18 has walls of insulating material so that no heat transfer will occur where

ducts

42 and 44 leave the interior of the car. This housing is attached directly to oor I2 and besides encasing scroll housing 54, carries therein burner 80, that serves as a means for heating air passing through ducts 42. and 44 when it becomes necessary toma'intain a temperature within the car higher. than that of the outside atmosphere.

Connection to burner may be made in any suitable manner and the source of fuel supply... l not here shown, maybe oil or gas in drums orsibly enter compartment 20 of the car and, there' fore, `entrance thereto for purpose of inspection might be made at any time without danger.

The power take-0E unit, best illustrated in Figs. 'l to 10 inclusive, is'of novel constructiony and designed to transfer power from one of wheels 26 to fan 56 through the medium of belt 66. 'I'his unit comprises a base 86, that is se cured directly to floor I2 of the car, and plate 88,' having dependingl posts 90, with slots 82 Manifestly, no g medium of bolts-'94. Slots ll, provided through plate 88, permit lateral movement of the entireassembly so that belt 46 might be tightened.

Blocks 98 are disposed in slots 32 for vertical movement toward and from the adjustable stop bolts |00 that project into slots 32 at the bottom. These stops |00 limit the downward move-- ment of blocks 98, and springs |02 yieldably urge blocks 98 and the later described structure asso; elated therewith toward stops |30. Springs |02 project into sockets |04'formed in end posts 93.. and sleeves |06 receivev the ends of springs |02 which engage against blocks 88. End plates |08 preclude outward movement of blocks 8B, and these plates are secured in position by screws or analogous meansv I0. A shaft ||2 is carried by blocks 98, and pins |I4 hold this shaft against rotation.

An unique roller for contacting wheel flange 28 is mounted upon shaft I I2 for rotation, and comprises an inner cylinder IIS, closed by rings H8' that carry bearings |24. A cylinder facing |22,

composed of material best suited to engage the .outer periphery of flange 23, is mounted directly upon inner cylinder H6, and end plates |24 and |26 maintain inner cylinder and the facing thereon against displacement. 'Iie bolts |28 extend through end plates |24, |26 and rings H3 to complete the assembly. End plate |24 is grooved as at |30 to provide a pulley which may be engaged by belt 66. Packing rings |32 preclude any leakage where shaft I|2 passes out through the end plates, and itis preferred to completely fill the hollow interior of this contact roller with a suit-4 able lubricant.

The normal working position of. this power take-off unit, and especially the said roller. is directly above wheel 24, from which power is taken,

Vand when the car is on a stretch of straight track, the roller ism-engagement with the outer periphery of flange 2l at a point intersected by a vertical line extending from the axis of rotation -of wheel 26.l The length of the rollen' and especially the facing |22 thereof, is suiilcient to maintain good'working contact between the flange of the wheel and the power take-oi! unit at all times as the car is traveling over normal roadways. 's i In the event the car is idle and it is .desired to circulate air through compartment 20 thereoffbracket |34 is used to supportL any suitable motor or engine that may be belted. to pulley 64 for the purpose of maintaining circulation to cool or heat the interior of the car,.as conditions require.

The vast number of short comings which a system embodying this invention overcomes is apparent to one skilled in this art, and it is obvious that numberless advantages may be gained through its use. While the preferred embodiment has been illustrated and described, it is desired to be limited only by the spirit of the invention and scope of the appended claims.

Having thus described the invention, what is claimed as new .and desired to be secured by Letters Patent is:

1. In a railway car provided withtruckshavling wheels to carry the car, said trucks being pivotally connected to the car at its longitudinal center for movement relative to the car structure, a power take-ofi unit comprising a bracket carriedby the car floor; bearings slidably mounted on the bracket for movement toward and from tain the roller in driving connection with the said one wheel, said roller being 'appreciably longer than the width of the underlying wheel and in contact with the periphery of the wheel at the uppermost. portion thereof whereby a point contact is established between the roller and wheel which is maintained as the truck turns about the, pivotal connection with the car.

2. 4In a railway car provided with trucks having flanged wheels tocarry the car, said trucks being pivotally connected to the car at its longitudinal center for movement relative to the car structure, a power ytake-oil unit comprising a bracket carried by the car floor; bearings slidably mounted on the bracket for movement toward and from one ofsaid trucks; a roller journalled in the bearings, over one of the wheels of said one truck and to one side of the longitudinal center of the car; and springs engaging the bearings to yieldably maintain the roller in driving connection with the said one wheel, said roller being appreciably smaller-in diameter than the contacted wheel, appreciably longer than the one of said trucks; a roller journalled in the bearmaintained as the truck turns about the pivotal connection with the car, the length of said roller being great enough to insure contact with the wheel as the car is drawn around curves along the railway said roller having one of said bearings and one of said springs at each end thereof, normally on each side of the wheel contacted by the roller.

3. In a railway car provided with trucks having nanged wheels for carrying the car, said trucks being pivotally connected to the car at its longitudinal 'center for movement relativeto the car structure, a power take-oir unit comprising g' a U-shaped bracket carried by the car floorv over one of the wheels of one of said trucks, the legs of said bracket havingl opposed cavities opening 1 on the inner faces thereof; bearing blocks slidably mountedin the cavities of the bracket legs; springs yieldably urging the blocks toward the free ends of said legs; a shaft mounted in the bearing blocks; a roller rotatably carried by the shaft; and a pulley wheel secured to one end of the. roller for rotation therewith, the periphery of said roller being held in frictional driving connection with the periphery oi the flange .of the underlying wheel, said roller normally extending to ea'ch side ofthe said wheel and being long enough to remain in contact with the periphery of the ange as the truck pivots with respectto the said car structure.

EDWARD LLSCHEUFLER.