US2207729A - Air conditioning - Google Patents

Description

July 1s, 1940.

w. GOODMAN l 2,297,729

AIR CONDITIONING Original Filed April l5, 1955 5 Sheets-'Sheet l 255 60 CZ llllllllllllll) l d INVENTOR.

BY ZUM@ M ATTORNEY July 16, 1940. w. GOODMAN 207,729

i AIR CONDITIONING Original Filed April l5, 19:55 5 Sheets-Sheet 2 I g iNVENToR.

F ,n By www ATTORNEY July 16; 1940.

w. GOODMAN 2,207,729

AIR CONDITIONING Original Filed April 15, 1935 5 Sheets-Sheet 5 @HFPL-5501? INV TOR.

' M BY Pif/M" d /M A TTORNEY July 16, 1940. w. GOODMANy AIR CONDITIONING Original Filed April 15, 1935 5 Sheets-Sheet 4 A TTORNEY July 16, l940- w. GOODMAN 2,207,729

` AIR CONDITIONING original Filed April 15, 1935 s sheets-sheet 5 'L SD w l NVENTOR.

A TTORNEY Patented Juy 16, 194C UNITED STATES PATENT OFFICE Original application April 15, 1935, Serial No. 16,306. Divided and this application November 1l, 1935, Serial No. 49,127

33 Claims.

This application is a division of my application,

Serial No. 16,306, filed April 15, 1935.

'I'his invention relates to air conditioning and more particularly to the air conditioning of railway cars and the like. Y.

The primary object of my invention is to so operate the refrigerating mechanism of an air conditioning system that refrigeration of air supplied to a railway car or the like and the accumulation of energy for subsequent refrigeration of air may be effected simultaneously or so that refrigeration of air or accumulation of energy may be effected independently or so that refrigeration of the air may be effected by utiliz ing accumulated energy.

Another object of my invention is to utilize substantially the same equipment for refrigerating or heating air supplied to a railway car or the like. so Other objects are to compactly arrange the air conditioning system to enable installation thereof in the available space. in a railway car or the like Aand to utilize substantially the same equipment when refrigeration of air supplied to the car is effected by operation of a compressor-condenserevaporator refrigerating mechanism or by utilization of accumulated energy.

Still .further objects of the invention are to utilize the available energy in the axle, or other part Lof a railway car or the like that is driven when thecar is ln motion. for operating the compressor of a compressor-condenser-evaporator refrigerating mechanism and thereby refrigerate air supplied to the car and accumulate energy while the car is in motion, and to utilize the accumulated energy and continue refrigeration when energy for operating the compressor is not available, and to automatically regulate such operation of the refrigerating mechanism.

Further objects are to enable alteration of the operation of an air conditioning system from air cooling to air heating or from air heating to air cooling and to insure proper operation of the system upon such alteration of the operation; to automatically control the degree of temperature change effected in air supplied to a railway car or the like; to automatically control the temperature of the air in a railway car or the like; and to control the accumulation of energy and thereby enable efficient operation of the refrigerating mechanism.

More specific objects of the invention are to provide a heat exchanger in the air supply passage of a railway passenger car or the like and to utilize this heat exchanger as an evaporator when air owing through the passage is to be refrigerated Vand to utilize this yheat exchanger as a heater when the air flowing through said passage is to be heated; to enable conditioning of the air in a railway passenger car or the like prior to the start of a period of use thereof; to enable operation of a refrigerating mechanism when the car is at rest by utilizing ice or the like to condense vaporized refrigerant and to produce ice or the like by operation of the refrigerating mech-A anism when the car is in motion; to mechanically circulate a refrigerant to effect direct expansion in the heat exchanger when ice or the like is employed to condense vaporized refrigerant; and to prevent the passage of liquid refrigerant to the compressor of a compressor-condenser-evaporator refrigerating mechanism.

Other and further objects will appear in the following description wherein reference is made to the accompanying drawings in which Fig. 1 is a view illustrating an air refrigerating and heating system for a railway car or the like;

Fig. 2 is a fragmentary View, similar to Fig. 1, showing a modified form of heating means;

Fig. 3 is a fragmentary side elevation, partly in section, illustrating the manner in which the compressor of a compressor-condenser-evaporator refrigerating mechanism may be connected to the axle of a railway car;

Fig. 4 is another fragmentary view illustrating a still further modified form of heating means;

Fig. 5 is a fragmentary view of a multi-cylinder compressor connected for use in the system shown in Fig. 1;

Fig. 6 is a sectional detail view taken substantially on the line 6--6 on Fig. 5;

Fig. '7 is a view of a multiple effect compressor connected for use in the system shown in Fig. 1;

Fig. 8 is a sectional detail view taken substantially on the line 8-8 on Fig. 7;

l Fig. 9 is a view of a multi-cylinder compressor connected for use in the system shown in Fig. 2;

Fig. 10 isa view of a multi-cylinder compressor connected for use in the system shown in Fig. 4;

Fig. 11 is a view of a multiple effect compressor connected for use in the system shown in Fig. 2;

Fig. 12 is a view of a multiple effect compressor connected for use inthe system shown in Fig. 4;

Fig. 13 is a wiring diagram of a control system for the air refrigerating and heating system shown in Fig. 1; and

Fig. 14 is a vertical sectional detail view of a preferred form of speed responsive device employed in my invention.

My invention is particularly adaptable foreair conditioning a railway car 20 (Fig. 3) or the like. The compressor C of the compressor-condenserevaporator refrigerating mechanism of my air conditioning system is preferably supported below the car floor by suitable brackets '2|. The drive shaft 22 of the compressor is connected to a speed control device 23 of any desired type operable to limit the maximum speed at which the compressor C can be operated or to operate the compressor at a constant speed. A shaft 24 connects the speed control device to a magnetic clutch 25 or similar means for connecting the shaft 24 to the shaft 26 that is connected to an axle 21 or other part of the car operated when the car is in motion. When the magnetic clutch 25 is engaged and the car is in motion, power is transmitted from the axle 21 through shaft 26 and clutch 25 to shaft 24 and the speed control device 23 to operate the drive shaft 22 of the compressor C. An arrangement such as this or any other suitable means may be employed for operating the compressor C. ,v

The form of the invention shown in Fig. 1 includes a compressor-condenser-evaporator refrigerating mechanism having a compressor C2 which is operated in the manner previously described. The outlet pipe 28 leads from the high pressure side of the compressor to a condenser 29 which, like the compressor C2, is suitably supported below the car floor. A valve 30 is provided in the outlet pipe 3 I of the condenser 29 and controls ow through this pipe. The valve 30, like other valves illustrated herein, is of the solenoid type although it is to be understood that pneumatically or hydraulically operated valves, or valves otherwise electrically operated, could be substituted for the solenoid operated-valves without departing from the purview of my invention. Moreover, the valves could be used as pilot valves to control the operation of power operated valves located in the positions whereat valves are located in this disclosure of the invention.

A receiver 3|, preferably insulated is suitably supported below the car iioor. A pipe 32 leads from a T-fitting 33, to which the pipe 3|' is connected, to the receiver. A pipe 34 leads from the receiver 3| to a T-fitting 35. A pipe 36 leads from the T-fitting 35 to a pump 31 that is suitably supported below the` car floor. In order to insure self-priming, the intake of the pump may be located in or below the liquid level to be maintained in the receiver 3|. Preferably the pump 31 is a centrifugal or bellows pump or other type through which there may be unimpeded iiow when the pump is at rest. The pump 31 is operated by the motor 38.

A pipe 39 leads from the pump 31 to a T-tting 48 and has a solenoid valve 4| therein `adjacent the tting 40. A pipe 42 leads from the T-fltting 40 to an expansion valve 43 of approved form and preferably has a strainer 44 and a dehydrator 45 therein. A pipe 46 leads from the expansion valve 43 to a T-tting 41and a pipe 48 leads from the T-fitting 41 to the heat exchanger 49. A pipe 50 leads from the T-tting 40 to the T-tting 41 to provide a by-pass about the expansion valve 43 and has a solenoid valve 5| therein.

A pipe 52 leads from the heat exchanger 49 to a back pressure valve 53, to be described more fully hereinafter. A temperature responsive device 54 is provided on the pipe 52 for controlling the expansion valve 43 in connection with the pressure of evaporation in the heat exchanger 49.

A pipe 55 leads from the back pressure valve 53 to a T-fltting 56. In the preferred arrangement of my invention the T-fltting 56 is located below the car floor line while that part of the pipe 39 adjacent the T-tting 40 and the T-tting 40, pipe 42, expansion valve 43, T-tting 41 and pipe 50 as well as the heat exchanger 49, pipe 52, temperature responsive device 54 and back pressure valve 53 are mounted above the car oor. However, the entire system may be located above or below the car floor or otherwise without departing from the ambit of my invention. The

heat exchanger 49 is mounted in the air supply.

passage leading to the railway passenger car or the like.

A pipe 51 leads from the T-fitting 56 to a T-fltting 58 and has a solenoid valve 59 therein. A pipe 60 leads from the T-tting 58 to the strainer 6| and a'pipe 62 leads to the suction or low pressure side of the compressor' C2..

The mechanism thus far described will refrigerate air flowing over the heat exchanger 49 when the car is in operation above a predetermined speed, Vas will be explained more fully hereinafter,

but when the car is operating below the predetermined speed or when the car is at rest other means are provided for refrigerating air fiowing over the heat exchanger 49.

A tank 63 is mounted below the car oor and includes an inlet pipe 64 having a manually operated valve 65 therein so that when the valve 65 is opened liquid may flow into the tank 63. The tank 63 is also provided with an accessible door D through which cracked ice or the like may be introduced into the tank for a purpose to be explained. Liquid, such as water, introduced into the tank 63 is to be materially cooled or .frozen and to allow for expansion upon freezing of the liquid the tank 63 is not completely lled with liquid. To this ,end a suitable overflow device such as the steam float trap 66 is provided near the top of the tank so that when an excessive quantity of liquid is introduced into the tank it will iiow out through the exhaust 61 of the trap 66. It is to be understood, of course, that a steam bucket trap or other suitable device could be used in place of the steam float trap 66. l

A heat exchanger 68 is provided in the tank 63. A pipe 69 leads from the heat exchanger 68 to the T-iitting 58 and has a solenoid valve 18 therein. Connection of the pipe 69 to the tting 58 provides a return for the thermic uid supplied to the heat exchanger 68. Herein I refer to,the fluid employed to transfer heat from one part of the system to another as a thermic fluid and I use this in a generic sense for when the heat exchanger 49 is cooling air iiowing into the car the thermic fluid acts as a' cooling medium or refrigerant and when the heat exchanger 49 is heating air owing into the car the thermic fluid acts as a heating medium.

' The thermic iiuid or. in this instance, refrigerant is supplied to the heat exchanger 68 through a pipe 1| that leads from the T-tting 35 to a T-tting 12. Thepipe 1| has a solenoid valve 13 therein. From the fitting 12 refrigerant flows through pipe 14 to the expansion valve 15. T he pipe 14 preferably has a strainer 16 and a dehydrator 11 therein. From the expansion valve 15 refrigerant ows to the heat exchanger 68 through pipe 16, T-fltting 19 and pipe 30. A pipe 8| extends between the T-ttings 12 and 19 and 70 tion of the expansion valve 15 in connection with 75 All of the valves employed to control the flow of the thermic fluid or refrigerant in my systems arenormally closed and must be opened to effect operation of the systems.

The air conditioning system shown in Fig. 1-

is also adaptable for heating air flowing over the heat exchanger 49. In order to supply heat to the system, a heating ncoil 81 is provided in the receiver 3| and the inlet 88 thereof has a motor operated valve 89 4therein to control the flow of steam or other heating medium into the coil 81. The valve 89 may be other than motor operated and is responsive to the degree of heating required for, as will be explained, it is preferably under control of a thermostat. The outlet 90 of the coil 81 extends' exteriorly of the receiver 3| and depends downwardly to permit the discharge of water or the like from the `coil 81. The pipe 90 has a trap 9| or the like therein to prevent premature escape of steam or other heating medium from the coil 81.

So long as refrigeration is to be effected in the heat exchanger 49 or the evaporator 88 and the car or the like on which the system is mounted is in motion, the compressor C2 is to be operated unless the speed of the car falls below that which will eiliciently operate the compressor. However, when the c ar is at rest or the speed thereof falls below that which will eiiiciently operate the compressor C2, I disconnect the compressor from the axle 21 or other part effecting operation thereof, and this can be effectively accomplished by providing a control device responsive to the speed of the car. Moreover, I control the refrigerating mechanism by a speed responsive device so that refrigeration may be effected by the compressor-condenser-evaporator refrigerating mechanism when the car is in motion or by accumulated energy when the car is at rest.

One form of device responsive to the speed of the car which may be advantageously used herein is illustrated in Fig. 14 and is generally indicated by S. The speed responsive device S includes a. housing 92. A boss 93 is provided at the top of the. housing 92 and is hingedly connected to a bracket 94 depending from the car floor, and this hinged mounting is such that the housing 92 is free to swing parallel to the longitudinal extent of the car.

A rotor 95 of insulating material in the housing 92 has a boss 96 at the upper end thereof in which there is an opening receiving a centrally located guiding pin 91 depending from the top of the housing 92. A bearing 98 at the bottom of the rotor 95 rides on a bearing and is connected to a flexible shaft |00' and, as best shown in Fig. 3, the flexible shaft |00 is connected to the axle 21 so that it will be driven upon movement of the car although the shaft |00, like the shaft 26, may be connected to any other part that is operated when the car is in motion.

'Ihe rotor 95 is in the form of a closed cup and mercury or other heavy liquid is stored therein. Conductor rings 0|, 02 and |03 are provided at vertically spaced intervals in the upright wall of the rotor 95. The conductor rings are arranged to be disclosed on both the inner and outer peripheries of the rotor 95. While I have shown three conductor rings it is to be understood that any number greater than two and which can be accommodated in spaced relation in the wall of the rotor may be provided without ydeparting from the purview of my invention.

A block |04 of insulating material is mounted on the housing 92 and carries a spring contact arm |05 that bears against the outer periphery of the conductor ring |03. Another block 08 of insulating material is mounted on the housing 92 and carries a spring contact strip |01 that bears on the outer periphery of the conductor ring I 02.Y Still another block |08 of insulatingmaterial is mounted on the housing 92 and carries a contact strip I 09 that bears on the outer periphery of the conductor ring |0|. Conductors H0, and ||2 are respectively connected to the contacts |05, |01 and |09. A condenser I|3 is provided between the contacts |05 and |01 and a condenser ||4 is provided between the contacts |01 and |09 to prevent arcing, as will be explained.

When the rotor 95 is at rest theI mercury or other heavy liquid collects at the bottom thereof. However, when the rotor 95 is set in operation centrifugal force causes the mercury to ascend the vertical wall of the rotor 95 and the extent of ascent is proportionate to the speed of rotation of the rotor. Thus when the rotor is rotating rather slowly themercury so ascends 'that circuit is established between the conductor rings |0| and |02 but when lthe rotor 95 is rotating at a relatively high speed, circuit is established between the conductor ring |03 and the conductor rings |0| and 02. It will thus be seen that as the speed of rotation of the rotor 95 increases the mercury proportionately ascends the vertical wall of the rotor 95 and selectively engages the vertically spaced conductor rings provided in the vertical wall of the rotor. as the speed of the rotor decreases the mercury descends the vertical wall of the rotor 95 and successively disengages the vertically spaced conductor rings. The condensers ||3 and I4 prevent arcing that might be incident to bringing the conductor rings into or taking the conductor rings out of circuit as the mercury ascends or descends the vertical wall of the rotor 95.

The airl refrigerating and heating systems of my invention are capable of operating under a number of different conditions which may be characterized as:

Condition A.-When the car is to be cooled when initially placed in service.

Condition B.-When the car is in motion and thermic fluid or refrigerant is to be supplied only to the heat exchanger 49 to refrigerate air being supplied to the car.

Condition C.-When thermic uid or refrigerant is to be supplied not only to the heat exchanger 49 to refrigerate air being supplied to the car but also to the heat exchanger 98 to cool or vfreeze liquid in the tank 63 and thereby accumulate energy.

Condition D.When thermic iiuid or refrigerant is to be supplied only to the heat exchanger 68 as when it is desired to accumulate energy but refrigeration of air flowing over the heat exchanger 49 is not required.

Condition E.When the compressor-condenser-evaporator refrigerating mechanism has been operating to supply thermic fluid or refrigerant to the heat exchanger 49 to refrigerate air iiowing over this heat exchanger (as under Conditions :40 Likewise, A

B and C) and operation of the refrlgerating mechanism is interrupted but refrigeration of air owing over the heat exchanger 99 is to be continued.

Condition F.When air being supplied to the car past the heatexchanger 69 is to be heated. Here, the mechanism operates'in the same manner when the car is initially placed in service as it does when it is in service either running or at rest.

Condition G.-This is a special condition which all of the systems which I have disclosed are not capable of performing and which is particularly useful when a railway 'car or the like is operated to pass from a cold clima-te into a. warm climate and wherein heating of the car is to be carried out but at the same time energy is to be accumulated by cooling or freezing liquid in the' tank 63.

The system disclosed in Fig. l is operated in the following manner to accomplish all of the foregoing conditions except the Condition G of which it is not capable.

Condition A--Fig- 1 When a car is initially placed in service and it is to be cooled, a supply of cracked ice or other refrigerating medium is introduced into the tank 63 through the door D and the system is arranged as follows: The valve 4I is opened to permit iiow of thermic uid or liquid refrigerant through the expansion valve 43 into the heat exchanger 49 where it is vaporized as air flowing over the heat exchanger is refrigerated to cool the car; Thermic fluid or refrigerant vaporized or heated in the heat exchanger 49 ows through pipe 52, back pressure valve 53, pipe 55, tting56, pipe 5l and opened valve 59, tting 58, and pipe 69 and opened valve I0 to the heat exchanger 68. Inasmuch as the tank 63 is lled with cracked ice the heat exchanger 68 will act as a condenser and the heated or vaporized thermic uid or refrigerant will therefore be cooled or liquefied as it flows-through this heat exchanger and the cooled thermic uid or liquid refrigerant flows through pipe 86 to fitting 19. In order to by-pass the cooled thermic fluid or liquid refrigerant about the expansion valve l5. the valve 62 is opened and the uid ows from. the tting 19 through pipe 8l to fitting 12 from whence it ilows through pipe 'Il past the opened valve 'i3 to the tting 35. The motor 38 will at this time be operating the pump 31 and fluid owing to the fitting 35 will be drawn through the pipe 36'into the pump 31 to be forced through the pipe 39 past opened valve 4l to the expansion valve 43. The motor 38 and the valve 82 are controlled in common for the motor is not operated unless the valve is open.

If more refrigerant is condensed in the heat exchanger 68 than is required by the heat exchanger 49, all of the cooled thermic uid or liquid refrigerant will not flow through the pipe 36 to the pump 31 but a part will ow from the fitting 35 through the pipe 34 into the receiver 3|. Likewise, if suicient iiuid or refrigerant is not cooled or condensed in the heat exchanger 68. fluid or liquid refrigerant will be drawn from the receiver 3i through pipe 34, tting 35 and pipe 36.

However, when the heat exchanger 49 is serving as an evaporator and the heat exchanger 68 is serving as a condenser, the quantity of refrigerant evaporated in the heat exchanger 49 and condensed in the heat exchanger 68 will tend to equalize. Thus, equilibrium in the action of the heat exchangers will be established and any exthan the heat exchanger 49 since it is operating anonime through the overflow device 66, as explained 10 The valves 30, 5I, 86 and 89 are closed under this condition of operation.

Condition BFig. 1

When the compressor-condenser-evaporator refrigerating mechanism is to be operated to supply thermic fluid or refrigerant only to one heat exchanger 49, the valve 4I is opened while the valve 5| is closed. 'I'he valve 59 is opened as well as the valve 30. The valves 'l0 and 66 areclosed as well as the valves 13 and 82 and, since steam is not to be supplied to the coil 81 when the system is operating to supply thermic fluid or refrigerant either to the heat exchanger 49 or the heat exchanger 66, the valve 89 is closed.

With the valves arranged in this manner thermic fluid or refrigerant may ow from the receiver 3l through the valve 4l and past the expansion valve 43, which operates in the usual manner to maintain a supply of fluid to the heat exchanger 49 so long as air flowing over the heat exchanger is to be refrigerated. Since the valve 59 is open, the fluid may return to the suction side of the compressor C2 so long as it is operating and fluid forced from the compressor through the condenser 29 may qw through th opened valve 30 back to the receiver 3|.

Condition C-Fig. 1

When the compressor-condenser-evaporator refrigeratng mechanism is to be operated to not only supply thermic fluid or refrigerant to the heat exchanger 49 but also to the heat exchanger 6 8 so as to freeze water or cool liquid in the tank 63, the valves 13 and Ill are opened in addition 45 to the valves which are opened under Condition B, the other valves closed under Conf dition B remaining closed. Therefore, fluid may also flow past the valve. 13 and the expansion valve l5 which functions in the manner well understood to maintain a supply of fluid in the heat exchanger 68 so long as a liquid in the tank is to be cooled or if water is used, the water in the tank 63 is to be frozen or cooled liquid or ice is to be maintained in the tank 63, and heated uid from the heat exchanger 69v may iiow past the open valve 'l0 to be returned to the compressor, condenser and receiver.

Operation of back pressure valve V53 yWhen thermic fluid or liquid refrigerant is being supplied to both the heat exchanger 49 and the heat exchanger 68, the back pressure valve 53 is operative for inasmuch as the heat exchanger 49 is refrigerating air, which is not chilled to a low temperature,it is operating at a higher temperature and consequently a higher saturation pressure than the heat exchanger 68 which is operated at a much lower temperature to freeze water or cool other liquid in the tank 63 and to maintain ice or cooled liquid so produced. Therefore, the saturation 'pressure in the heat exchanger 68 is much lower than that in the heat exchanger 49. The suction of the compressor Z5 to which these heat exchangers are connected would tend to equalize the saturation'pressure in these heat exchangers and it is the function of f the back pressure valve 53 to avoid this condition. 'This back pressure valve 53 so functions Condition D-Fig. 1

When thermic uid or refrigerant is to be supplied to the heat exchanger 68 and not to the heat exchanger 49, the valves are arranged as follows: The valve 4| is closed as well as the valve 5| and this shuts oilr the supply of fluid to the heat exchanger 49. However, since it will be advantageous to evacuate the heat exchanger 49, the valve 59 is kept open so that upon operation of the compressor C2 any fluid remaining in the heat exchanger 49 will be returned to the condenser and receiver. The valve 39 is opened to permit flow of the fluid from the condenser` Condition E-Fig. 1

When the car stops or moves so slowly that operation of the compressor C2 is interrupted and refrigeration of air flowing over the heat exchanger 49 is to be continued, the ice or cooled liquid stored in the tank B3 is utilized to condense the refrigerant vaporized in the heat exchanger 49 and the system is operated the same as it is operated under Condition A. 4

Condition F-Fig. 1

When the heat exchanger 49 is to function as a heater, the system is arranged as follows: The valve 89 is operated by a thermostat responsive to the temperature of air leaving the heat exchanger 49 so that when the temperature of air falls the valve 89 is opened to admit steam into the coil 81 and when the temperature of air rises the valve 89 is closed to shut 01T steam to the coil '81. Steam supplied to the coil 81 heats thermic fluid in the receiver 3l and the heated uid flows through pipe 32 to fitting 33. The valve 39 is closed at this time to prevent flow of the fluid into the condenser 29 but the valve 86 is open so that the heated fluid may iiow through the pipe to the fitting 55. From the fittingy 58 the iluid flows through pipe 55 to back pressure valve 453. Inasmuch as the iiuid in the receiver 3| may be heated by the steam owing through the coil high pressure fluid is supplied through the pipe 55 the valve 53 will remain open. From the valve 53 the fluid flows through pipe 52 into heat exchanger 49 from `whence it ows through pipe 48 to fitting 41 and the valve 5| is opened art this time so that the fluid is by-passed about the,ex pansion valve 43 through the pipe 50 to theiitting 48 from whence the fluid flows through pipe 39, for at this time the valve 4| will be open, and from pipe 39 the uid flows through pump 31, tting 35 and pipe 34 back into the receiver 3|. The valves 13 and 82 are kept closed at this time to prevent the 'ow of heated uid into the heat exchanger 68.

Likewise, the valves 59 and 10 are kept closed and closing of the valve 59 prevents the heated fluid from collecting in the pipe 60, strainer 5| and pipe 62. This is important for these parts are exposed below the ear, and when the heat exchanger 49 is functioning as a heater the temperature about the pipe 60, strainer 6| and pipe 62 may be low enough to condense any uid collected therein with the result that if the compressor C2 was set in operation with liquid in the pipe 62, for example, serious damage to the compressor might result.

The control of the system shown in Fig. 1 may be effected in a number of ways to establish the variousoperating conditions and, of course, it may be done manually but it is advantageous to perform this control automatically. One form of automatic control is shown in Fig. 13 and this is electrical. While the disclosure is vsuch that the various valves are electrically operated to effect the desired set-ups of the system, the valves shown in Fig. 13 could control the ow of fluid to the valves shown in Fig. 1 in which instance the valves in Fig. 13 would serve as pilot valves and the valves shown in'Fig. 1 would either be pneumatically or hydraulically operated. 'I'he control system shown in Fig. 13 is but an illustrative arrangement and other systems may be used without departing from the purview of my invention.

Power for operating the control shown in Fig. 13 is supplied through the line wires I I5 and ||5 which may be respectively connected to the distributing wires ||1 and ||8 by the switch H9, and when the switch ||9 is open the entire control is rendered inoperative.

When the switch II9 is closed current is supplied through the conductor |28 to one terminal of a manual selector switch |2|. This manual selector switch may be arranged in an "oT position or it may be thrown into position wherein the control system is arranged to control the cooling of air owing over the heat exchanger 49 or into a position to control heating of air owing over this heat exchanger. When. air flowing over the heat exchanger 49 is to be cooled or refrigerated, the blade |22 of the switch |2I is engaged with the terminal |23. A conductor |24 connects the terminal |23 with the terminal |24a in the thermostat |25 that is located at a selected position in the car.. When the temperature of air affecting the thermostat |25 rises above a predetermined maximum, circuit is closed through this thermostat to the terminal |25. A conductor |21 leads from the terminal |25 to the terminal |28. If the car is at rest at this time and the tank 63 is lled with ice and low temperature water or cooled liquid of any kind, the operation ofA the device is as follows:

Current will flow from the terminal |28 through the conductor |29 to one terminal of .the contact |33 closes the circuit between the terminals |34 and |35. A conductor |36 connects the terminal |34 with the distributing wire ||1. A conductor |31 leads from terminal |35,

to one terminal of the winding |38 of the solenoid of the valve 4| and from the other terminal of this winding current flows through the conductor |39 to the distributing wire I8 and in this manner the valve 4| is opened.

When the armature |32 is attracted, the contact |40 closes circuit between the terminals 4| and |42. A conductor |43 connects the terminal |4| with the conductor |36. A conductor |44 leads from the terminal |42 to a terminal |45 in the valve 10 relay. A conductor |46 leads from the terminal |45 to one terminal of the winding 41 of the solenoid of the valve 59 and a conductor |48 connects the other terminal of this winding to the distributing wire ||8. Therefore the solenoid of valve 59 is energized and this valve is opened along with valve 4|.

Inasmuch as the heat exchanger 68 is to serve as a condenser, the pump 31 must be set in operation and this is brought about by starting the motor 38 simultaneously with the just described opening of the valves 4| and 59. To this end a conductor |49 is connected to the terminal |28 and this conductor leads to bne end of the winding |50 of the pump relay, the other end of said winding being connected to a terminal |5|a by a conductor |5|. The terminal |5|a is provided in the centrifugal switch relay in which there is another terminal |5| b and circuit between these terminals is normally closed by a contact |5|c in the relay. The terminal |5|b is connected to wire |3| by a conductor |5|d. 'Ihus when the thermostat |25 is closed, the winding |50 is energized and the armature |52 is attracted. The armature |52 carries a contact |53 that closes circuit between terminals |54 and |55 when the armature |52 is attracted and simultaneously with the closing of circuit between terminals |54 and |55 the contact |56 on armature |62 closes circuit between terminals |51 and |58. A conductor |59 connects the terminal |68 with the distributing wire I I1 and a conductor |60 connects the terminal 51 with the distributing Wire ||8. A conductor 6| leads to a terminal |62 from the terminal |55. A conductor |63 leads from terminal |58 to a terminal |64. A wire |65 leads :from terminal |62 to one pole .of the motor 38 and a conductor |66 leads from theother pole of the motor to terminal |64. Thus when circuit is closed between the contacts |54 and |55 and |51 and |58, the motor 38 is set in operation.

As has been explained, at the time themotor 38 is set in operation to circulate thermic iiuid condensed or cooled in the heat exchanger 68 the valve 82 should be opened to by-pass the uid about the expansion Valve 15 and therefore the Winding of the solenoid of the valve 82 is connected to the same terminals as those to which the motor 38 is connected. Thus `a conductor |61 leads from the terminal |62 to one end of the winding of the solenoid of the valve 82 and a conductor |68 leads from the other end of this winding to the terminal |64. Hence when circuit is closed to the terminals |62 and |64 to operate the motor 38, the valve 82 is also opened.

As has been explained. the valves 'l0 and 73 must also be opened when the heat exchanger 68 is to serve as a condenser and this is accomplished in the following manner:

A conductor |69 is connected to the terminal of the winding |50 whereat the conductor |49 is connected and this conductor le'ads to a terminal |10 in the pump relay. Another terminal |1| is provided in this relay so that when the armature |52 is attracted the contact |12 may close the circuit between the terminals |10 and |1|. A conductor |120, leads from the terminal |1| to a terminal |13 in a thermostat to be described more fully hereinafter. A conductor |14 leads from the terminal |13 to one end of the winding |15 of the ice tank relay and the other end of this winding is connected to a conductor |16 that is connected to a conductor |11 that is connected to conductor 3|. When the winding |15 is energized upon closing of the circuit between the terminals |10 and |1|, the armature |18 is attracted. On the .armature |18 is a contact |19 which, when the armature is'attracted, closes the' circuit between the terminals and |8|. The terminal |80 is connected by a conductor |82 to the conducter |24. A conductor |83 leads from the terminal |8| to one end of the winding of the solenoid of the valve 13 and the other end of this winding is connected to the distributing wire ||8 by a conductor |84. Hence the valve 13 is opened at the same time as that at which the valves 4|, 59 and 82 are opened.

Another contact |85 on the armature |18 closes the circuit between the terminals |86 and |81 when said armature is attracted. A conductor |88- leads from the terminal |86 to a terminal |69. A conductor |90 leads from the terminal |89 to a terminal I9|.- A conductor |92 yleads from the terminal |9| to a terminal |93 in the heating relay and circuit from the terminal |93 to another terminal |94 in this relay is normally closed by a contact |95 mounted on the armature of this relay. A conductor |96 is connected to a terminal |91 from which a conductor |98 leads to the conductor |20. A conductor |99 leads from the terminal |81 to one end of the winding 200 of the valve 10 relay,v the other terminal of this winding being connected to conductor |11 by a conductor 20|. Thus when the winding 200 is energized the armature 202 is attracted4 and the contact 203 thereon closes circuit between the terminals 204I and 205. A conductor 206 counects the terminal 204 to the distributing wire' ||1. A conductor 201 leads from the terminal 205 to one end of the winding o! the solenoid of the valve 10 and the other end oi' this winding is connected to the distributing wire ||8 by a conductor 208, and when the winding of the solenoid of valve 10 is energized this valve is opened along with the valves 4|, 59, 82 and 13.

A terminal 209 is provided in the valve 10 relay 'and is associated with the terminal |45. A contact 2|0 closes the circuit between the terminals |45 and 209. The contact'209 is connected to the distributing wire ||1 by a conductor 2| I. Thuswhen circuit is closed between the contacts |45 and 209, circuit to the winding |41 of the solenoid of valve 59 is closed, which circuit is in parallel with the circuit to this winding previously closed by closing the circuit between the terminals |4| and |42 in the valve 4| relay.

Terminals 2|2 and 2|3 are provided in thel valve 10 relay and circuit between these terminals is closed by a contact 2|4 when the winding 209 is energized. Terminal 2|2 is connected to the terminal |89 by a conductor 2|5. One terminal of a thermal relay 2|6 is connected to terminal 2|3 by a conductor 2|1 and the other terminal of i delayed for a short time interval until the thermal relay opens, and this serves to maintain the valves 59 and 10 open so that the compressor C2 may evacuate refrigerant from the heat exchanger 68.

The circuits thus far described are closed each time the heat exchanger 68 is to operate as a condenser. However, when the car is in motion and it is desired to refrigerate air flowing over the heat exchanger 49 and it is not necessary to refrigerate the tank 63, somewhat different circuits are closed as follows: When the car is in motion the speed responsive device S, such as that illustrated in Fig. 14, is operated and when the device includes a rotor, such as the rotor 95 having mercury therein, the mercury will rst close a circuit between the conductor rings and |02, and as the speed nincreases circuit will be closed between the conductor rings |0| and |02 and |03. When circuit is closed between the conductor rings |0| and |02 and |03, current ows from the terminal |9| through conductor ||2 to the contact |09 which bears on conductor ring |0|, and when the mercury closes the circuit between the conductor rings |0| and |03 circuit is closed to the contact and current ows through the conductor ||0 to terminal 2|9 in the centrifugal switch relay. Of course, when the circuit is closed to the conductor ring |03 it will have previously been closed to conductor ring |02 and current will ow through contact |01 and conductor ||I to terminal 220 which cooperates with terminal 2|9, as will be explained. A conductor 22| leads from terminal 2|9 to one end of the winding 222 of the centrifugal switch relay, and when circuit is closed to the contact 2 I 9 the winding 222 is energized inasmuch as the other terminal thereof is connected by a conductor 224 to a terminal 225 that is connected to the conductor |3| by a conductor 226. When the winding 222 is energized, the contact 221 closes the circuit between the terminals 2|9 and 220. It will be noted that circuit is not closed to the winding 222 until circuit is closed to the conductor ring |03. However, when circuit is closed to the conductor ring |03, the terminal 2|9 is connected to the conductor ring |02 by reason of the engagement of contact 221 with terminals 2| 9`and 220. Thus the winding 222 is not ener- 'gized until a predetermined speed is attained but this winding is kept energized when the speed falls below this predetermined speed and it is not deenergized until there is an appreciable reduction in speed sufficient to take the conductor ring |02 out of circuit. Hence, there may be a variation in the speed of operation of the car without a resultant starting and stopping of the mechanisms controlled by the centrifugal switch relay.

The centrifugal switch relay controls operation of the devices which supply thermic fluid to the heat exchanger 49. When the winding 222 is energized, the' armaturey 223 is attracted whereupon the contact |5|c is disengaged from the-terminals |5|a and |5|b which opens the circuit to the winding |50 of the pump relay whereupon operation of the motor 38 is interrupted andthe valve 82 is closed. Deenergizing of the winding |50 also opens the circuit to the winding |15 of the ice tank relay by disengaging the contact |12 from the terminals |10 and |1|. Deenergizing of the winding |15 disengages the contact |19 from the terminals |80 and |8| whereupon circuit to the winding of the solenoid of valve 13 is opened and this valve is closed. Deenergizing of the winding |15 also disengages contact |85 from terminals |86 and |81 which interrupts ilow of current through conductor |99 and would tend to deenergize the winding 200 of valve relay were it not for the fact that circuit to this winding is maintained for a short time after contact |85 disengages contacts |86 and |81 by the thermal relay 2|6. However, when the thermal relay 2|6 functions to open the circuit to the winding 200, the contact 203 disengages the terminals 204 and 205 and opens the circuit to valve 10, which valve thereupon closes.

Whenever air flowing over the heat exchanger 49 is to be refrigerated, the thermostat |25 will be closed and consequently the winding |30 of valve 4| relay will be energized with the result that circuits to the solenoids of the valves 4| and 59 will remain closed and these valves will be open. Further, the centrifugal controls operation of the devices supplying the thermic fluid to the heat exchanger 49 to refrigerate air flowing over this heat exchanger for when the car is in motion the' contact |5|c is disengaged from the contacts |5|a and |5|b and the pump`38 can-'- not be operated but, as will be explained, the compressor C2 is operated. Likewise, when the car is at rest circuit is closed to the pump but the circuit4 controlling the compressor is open.

Cil

The compressor C2 is to be operated. when the winding 222 is energized and therefore circuit is closed to the magnetic clutch 25 and this is brought about in the following manner: A conductor 228 is connected to the conductor ||2 and leads to a terminal 229 in the centrifugal switch relay. Another terminal 230 is provided in this relay and when the winding 222 /is energized the contact 23| closes the circuit between the terminals 229 and 230 whereupon circuit is closed to the winding 232 of the magnetic clutch relay through conductor 233 in which the low pressure switch 234 (Fig. 1) and the high pressure switch 235 (Fig. l) are provided, these two switches normally being closed. The switch 234 opens circuit to the magnetic clutch relay to stop the compressor when the suction pressure of the compressor drops to a predetermined minimum, and the switch 235 opens 'circuit to this relay when the discharge pressure of the compressor reaches a predetermined maximum."

`-ductor |11 by a conductor 236 so that when circuit isclosed between the contacts 229 and 230 this winding is energized. When the winding 232 is energized, the armature 231 is attracted and attraction of this armature causes the contact 238 to close the circuit between the terminals 239 and 240 and the contact 24| to close the circuit between the Aterminals 242 and 243. 'Ihe magnetic clutch 25 and the winding of the solenoid of the valve 30 are connected to the terminals 240 and 243 by conductors 244 and 245, respectively. The terminal 239 is connected to the terminal 246 by a conductor 241 and the terminal 246 is'connected to the distributing wire |1 by a conductor 248 which is a continuation of the conductor |59. The terminal 242 is connected to a terminal 249 by a conductor 250 and the terminal 249 is connected to the distributing wire ||8 by a conductor 25| which is a continuation of the conductor |60. Thus when the contacts 238 and 24| close circuit between their cooperating terminals the magnetic clutch 25 is engaged and the valve 30 is opened.

The foregoing circuits remain closed so long as the thermostat |25 is closed but if the temperature of the air affecting this thermostat falls below the setting of the thermostat it opens and thereupon the winding |30 of the valve 4| relay is deenergized and this opens the circuit to the solenoids of the valves 4| and 59 which thereupon close. However, the compressor C2 continues to operate but this reduces the pressure in the pipe 60, strainer 6| and pipe 62, and when a predetermined low pressure is reached in these parts the switch 234 operates to open the circuit to the winding 232 of the magnetic clutch relay whereupon the magnetic clutch is deenergized as well as the solenoid of the valve 30 and the clutch is` disengaged, interrupting operation of the compressor, and the valve 30 is closed. {.When, however, the temperature of air surrounding the thermostat |25 rises to a predetermined degree, the thermostat is again closed whereupon thermic fluid is again supplied to the heat exchanger 49 in a manner previously described for this ree'nergizes the winding |30 and opens valves 4I and 59, and this raises the pressure in the heat exchanger 49 and the pipe 60,'strainer 6| and pipe 62 whereupon the low pressure switch 234 closes and the winding 232 is reenergized to reengage the magnetic clutch 25 and open the valve 30.

When it is desired to refrigerate air iiowing over the heat exchanger 49 and also to refrigerate the tank 63, the relay windings |30 and 232 remain energized. However, the ice tank thermostat 84 will close at this time and current is supplied to this thermostat, when the car is in operation, in the following manner:

A conductor 252 leads from the terminal 229 to the terminal 253 in the centrifugal switch relay. Another terminal 254 is provided in this relay and when the winding 222 is energized a contact 255 closes circuit between the terminals 253 and 254. Terminal 254 is connected to the thermostat 84 by a conductor 256. 'Thus when the thermostat 84 closes,.circuit is established lthrough conductor |14 to winding |15 of the ice tank relay whereupon the valves 13 and 10 are opened which, as described, permits thermic fluid to circulate through the heat exchanger 68. As previously explained, the energizing of the winding |15 establishes another circuit to the solenoid of the valve 59 in parallel with the circuit to this solenoid established through the valve 4| relay.

When the tank 63 is to be refrigerated but air iiowing over the heat exchanger is not to be refrigerated, the thermostat |25 opens which breaks the circuit to the winding |30 of the valve 4| relay l and this opens circuit to the solenoid of the valve 4| and it also opens one of the parallel circuits to the valve 59, but .this valve remains open inasmuch as the winding |15 of the ice tank relay will be energized by reasonV of the fact that the thermostat 84' will be closed. Thus only the A conductor 258 leads from the terminal 251 to a terminal 259 in the magnetic clutch relay. A terminal 260 is provided in this relay and circuit between these terminals is closed by a contact 26|. This arrangement is utilized to keep the compressor C2 operating in event the compressor has been supplying thermic fluid to the heat .exchanger 68 so that any iiuid in this heat exchanger may be returned to the receiver 3| in event the switch blade |22 is swung from engagement with the terminal |23 directly into engagement with the terminal 251. Therefore, a conductor 262 leadsfrom the terminal 260 to one end of the winding 263 of the heating relay. A conductor 264 leads from the other end of this winding to the conductor |3|. However, if the compressor C2 has been operating, the winding 232 will have been energized and therefore the contact 26| will be disengaged from the contacts 259 and 260 with the resultV that circuit is not closed to the winding 263 as soon as the blade |22 engages the terminal 251. When' the blade |22 disengages the terminal |23, circuit through conductor |82, terminal |80, contact |19, terminal |8I, conductor |83, solenoid of valve 1 3 and conductor |84 is broken and valve 13 closes so that no more fluid is suppliedto the evaporator 68. I have already explained that, when blade |22 disengages contact |23, circuit to the thermo` stat |25 is interrupted and that valve 4| is therefore closed. However, the valves 59 and 10 remain open and when the winding 232 is energized and the compressor continues to operate until the pressure in pipe 60 reaches a predetermined minimum, the low pressure switch 234 opens and breaks the circuit to winding 232, thus deenergizing the magnetic clutch relay 232, disengaging the clutch and closing valve 30. 'Ihis will not occur until substantially all of the thermic fluid has been returned to the receiver 3|. However, as soon as the winding 232 'is deenergized the contact 26| bridges the terminals 259 and 260 and closes circuit tothe winding 263 whereupon the armature 265 of the heating relay is attracted. When the armature 265 is attracted, the contact |95 is disengaged from the terminals |93 and |94 and circuit to the centrifugal switch is broken and operation of the parts controlled by the centrifugal switch relay will be prevented until the heating device relay is deenergized which will not occur until the blade |22 is disengaged from the terminal 251.

InV order for vapor from the receiver 3| to circulate to the heat exchanger 49, it is-necessary that the valve 86 be opened and this is brought about as soon as the winding 263 of the heating device relay is energized. Terminals 266 and 261 are provided in the heating relay and a contact 268 onvthe armature 265 is adapted to close the circuit between these terminals. The terminal 266 is connected to conductor 269 by a conductor 210. The conductor 269 is connected to terminal |91. A conductor 21| leads from the terminal 261 to the winding of the solenoid oi' valve 66 and a conductor 212 connects the other end of this winding to a conductor .213 that is connected to distributing wire ||8. 'I'hus when the contact 266 closes the circuitrbetween the terminals 266 and 261, the vsolenoid of valve 66 is energized and this valve is opened. ,e

The valve 5| must also be opened when the heat exchanger 49 is,operating yati a heater in order to by-pass the thermic iiuidvbout the expansion valve 43 and to this end terminalsv 214 and 215 are provided in the heating relay, and when the contact 216 closes circuit between these terminals the winding of theA solenoid of valve 5| is energized, current ilowing from conductor 269 through conductor 211, terminal 214,- contact 216, terminal 215, conductor 216, winding ol' the solenoid of valve 5|, conductor 219 to conductor The" valve 4| must n ow be opened to permit the thermic fluid by-passed about the expansion valve 43 to return to the receiver 3| and to this end a conductor 266 leads from the conductor 266 to a terminal 26| in the heatingl relay. vWhen the heating relay is energized, a contact 282 closes the circuit between terminal 26| and a terminal 263 to which a lconductor l264 is connected that leads to one terminal of the winding of the solenoid oi-valve 4| and the other terminal of this winding is connected to the conductor ||6 by conductor |36.- Closing of this circuit opens valve 4|.

The motor operated valve 66 is also controlled by the heating relay and a pair of terminals 265 and 266 are provided in the relay between which circuit is stored by a contact 261 when the winding 263 is energized. A conductor 286 is connected to the terminal 266 and to one terminal of the opening motor 286 oi' the motor operated valve 69. A conductor 266 leads from the other terminal of the motor 269 tothe wire |3|. A conductor 26| is connected to the terminal 265 and to a terminal 262 in the thermostat 263. A conductor 264 is connected to the terminal 265 in the thermostat and to a terminal 266 in the heating relay. A conductor 261 connects the termi- I nal 296 with the conductor 266. A conductor 266 leads from the terminal 266 in the thermofrom the terminal 366 to one terminal of the closing motor 362 of the motor operated valvel 66.

When the winding 263 is energized and the contact 261 closes the circuit between the terminals 265 and 266, the motor operated valve 66 is under control of the thermostat 263. The terminal 265 of the thermostat is connected to the conductor 266 which in turn isy connected with the distributing line I|1 When the blade 363 of the thermostat moves into engagement with the contact 262 circuit is closed through the opening motorI 266 as follows: From terminal 262 through conductor 26|, terminal 265, contact 261, terminal 266, conductor 266, motor 266, conductor 266 to conductor |3'| and 'thence to distributing wire ||6. 'I'his operates to open the valve 66 and admits steaminto the coil 61 which occurs when the temperature in the car fallsbelow a predetermined minimum. When the temperature in4 the car rises above a predetermined maximum. the blade 366 moves into engagement with the terminal 266 and circuit is closed through conductor 266, terminal 366, conductor 36|, motor 362 and conductor 286, and this motor then operates to close the valve 66. It will be understood that wheneither the contact 262 or the contact 266 is engaged by the blade 363 either the motor 2.89 or the vmotor 362 is setin operation. Each motor operates only to open or close the valve, whichever its function may be, and a limit switch in the motor (not shown) breaks the circuit after the function has been performed.

When the heating relay 263 is deenergized, it is essential that the valve 69 be closed and to this end a terminal 364 ris provided in the relay which is associated with the terminal 296. When the relay is deenergized a contact 365 closes circuit' between the terminals 296 and|364 and current is supplied to the motorl 362 as follows: From conductor 269 through conductor 291, terminal 296', contact 365, terminal 364, conductor 366, terminal 366, conductor 36|, motor 362, and conductor 296 to conductor |3|, and this so operates the motor 362 that the valve 69 is closed, the limit switch in the motor interrupting this circuit when the valve 69 attains closed position.

When the blade |22 is in the 0E position, that is, disengaged from both the terminals |23 and 251, the car heating and cooling devices are both rendered inoperative but the contact |95 in the heating relay closes the circuit between the contacts |93 vand |94 and energizes those parts of the apparatus controlled by the ice tank thermostat 64 so that the compressor C2 may be operated to supply thermic iiuid to the heat exchanger 66 to refrigerate the tank 63 when the car is in motion. Of course, when the car is at rest circuit to the magnetic clutch relay is opened by reason of the fact that the centrifugal switch relay will be opened, and therefore even though the ice tank thermostat 84 is closed the compressor C2 will not be operated but when the car is in motion and the thermostat 64 is closed the compressor will be operated and the tank 63 will be refrigerated. ,s

In event the system shown in Fig. l was to be used only for refrigeratlng air flowing over the heat exchanger 49, the by-pass pipe 56 and-the valve 5| therein could be eliminated as could the valve 59. Furthermore, the condenser 29 could be directly connected in the pipe 32 of the receiver and the valve 36, tting 33, valve 66 and pipe 65 could be omitted and the pipe 55 would be directly connected to the pipe 51 thereby eliminating the T-iitting 56. Furthermore, the heating coil 61 and its associated parts would be eliminated. 'I'he remaining parts would be operated in the manner previously described.

In Fig. 2 an air refrigerating and heating system much like that shown in Fig. 1 is disclosed but herein a boiler B i's provided instead of providing the coil 61 in the receiver 3|., Similar `parts in Figs. l and 2 are numbered identically and the pipe 55 of Fig. 2, like the pipe 55 of Fig. 1, leads to the back pressure valve 53 and the pipe 3,6' in Fig. 2 leads to the T-ttlng 46 and has the Yvalve 4| therein. The pipe 1| leads to T-fitting 12 and the pipe 66 is connected to the heat exchanger 66, and these parts as Well as the ice tank 63 are identical with similar parts shown in Fig. l.

In the system shown in Fig. 2 a pipe 361 is conneeted-to-the discharge of the pump 31 and hasn-solenoid valve 368 therein. The pipe 361 is connected to a T-iitting 369 to which the pipe 36 is connected. A pipe 3|6 is connected to the tting 366 and leads to the boiler B. A solenoid valve 3|| is provided in the pipe 3|6 to control ilow therethrough.- .APPG 65a leads from the boiler B to the T-iltting 56 and has the valve 66 therein. A liquid level control 3|2 or the like is Condition A-Fig. 2

When a car is initially placed in service and it is to be cooled, a supply of cracked ice or other refrigerating medium is introduced into the tank 63 as was done in the system shown in Fig. 1 and the system of Fig. 2 is arranged as follows: The valves 308 and 4| are opened to permit flow of thermic uid, that is, liquid refrigerant, through the expansion valve 43 into th heat exchanger 49 as air owing over the heat exchanger is refrigerated. Refrigerant or fluid vaporized in the heat exchanger 49 flows back through pipe 52, back pressure valve 53, pipe 55, fitting 56, pipe 51 and opened valve 59, fitting 58, pipe 69 and opened valve 10 to the heat exchanger 68, and since the tank is fllled with cracked ice the vaporized refrigerant or heated fluid is liqueed or cooled as it flows through the heat exchanger 68 and the uid flows through pipe 80 to fitting 19. The fluid is bypassed about the expansion valve 15 through pipe 8| past opened valve 82 and flows to tting 35 where, as explained in connection with the system of Fig. 1, it flows either through the pipe 34 into the receiver 3| or through pipe 36 to the pump 31 by which it is forced to the expansion valve 43 and in this system, as in the system of Fig. 1, equilibrium is soon established between the action of the heat exchangers 49 and 68.

'Ihe valves 5|, 30, 86, 89 and 3|| are closed under this condition of operation.

When the refrigerating mechanism is to be.

operated to supply thermic uid only to the heat exchanger 49, the valve 4| is opened as well as the valve 308 and the valve 5| is closed. The valve 59 is opened as well as the valve 30. The valves 5|, 10, 89, 86,13, 82 and 3|| are closed.

With the valves arranged in this manner fluid may flow from the receiver 3| throsgh opened valves 308 and 4| into the heat exchanger 49 under the control of the expansion valve 43 which operates in the usual way to control refrigeration in the heat exchanger. The uid returns through opened valve 59 to the compressor C2 from whence it ows through the condenser 29 and past opened valve 3l) into the receiver 3|. The heat exchanger 68 is isolated from the system because the valves 13 and 10 are closed and no uid ows into the boiler B because the valve 3|| is closed.

Condition C-Fig. 2

When the refrigerating mechanism is to be operated not only to `supply thermic fluid to the heat exchanger 49 but also to the heat exchanger 68 so as to freeze waterfor cool liquidin the tank 63, the valves 18 and 13 are opened in addition to the valves which are opened under Condition B, the other valves closed under Condition B remaining closed. Therefore, refrigeration is effected in the heat exchanger 68 as well as in the heat exchanger 49.

Condition D-'Fig. 2

When thermic fluid is to be supplied to the heat exchanger 68 but not to the heat exchanger` 49, the valves 398 and 4| are closed as well as the valve 5| and this shuts ofi the supply of fluid to the heat exchanger 49. The other valves are arranged as under Conditions B and C and uid is circulated only through the heat exchanger 68.

49 and the system is operated lthe same as it is operated under Condition A;

' condition F-Fig 2 When the heat exchanger 49 is to function as a heater the system is arranged as follows: Valve 89 is operated by a thermostat responsive to the temperature of air leaving the heat exchanger and steam or other heating medium is supplied to the heating parts of the boiler B which vaporizes or heats thermic fluid supplied to the boiler through the pipe 3|0 past opened valve 3| I. The heated fluid ows through pipe a past opened valve 86, fitting 56, pipe 55, back pressure valve 53, pipe 52 into the heat exchanger 49. The fluid then ows out pipe 48 to fitting 41 from whence it passes through pipe 50 past opened valve 5| to pipe 39 throughl opened valve 4| to fitting 309. Valve 308 is closed.at this time to prevent the flow of fluid to the receiver 3|. The valves 30, 59, 10, 13 and 82 are closed and isolate the heat exchanger 68 from the system.

In event the supply of uid in the boiler B is insuflicient, the liquid level control 3|2 or the like becomes operative and closes the circuit to the solenoid of the valve 398 and to the motor 38 whereupon the pump 31 is operated to withdraw fluid from the receiver 3| and force it into the boiler B.

In event thc uid level is too high in the boiler B, the liquid level control 3|2 or the like again operates but under'this condition of operation only the solenoid of the valve 388 is energized, and when this valve opens fluid drains from the boiler B back into the receiver 3| since the boiler is mounted at a higher level than the reeiver.

Condition G-Fig. 2

In event a car equipped with the system shown in Fig. 2 is to be run from a cold climate into a Warm climate, it is desirable to accumulate energy so that when the car enters the warn climate refrigeration of air flowing over the heat exchanger 49 may be immediately effected even if the car is at rest, and it is desirable under these conditions to operate the system to supply thermic fluid to the heat exchanger 49 as under Condition F and to supply uid to the heat exchanger 68 as under Condition D and to this end the valves are arranged as under Condition F except that the valves 30, 10 and 13 are opened.

The compressor C2 is set in operationy and vaporized or heated refrigerant or uidiswithdrawn from the heat exchanger 68 through pipe 69 past opened valve 10 to the fittingv 58, closed valve 59 preventing flow through the pipe 51. From the fitting 58 the uid returns to the compressor C2 from whence it is discharged into the condenser 29 and refrigerant or fluid liqueed or cooled in the condenser ows into the receiver 3|. The valve 388 remains closed except when fluid is to be supplied to or withdrawnfrom the boiler B as under Condition F, but since this flmctioning of the valve 388 will rarely be necessary satisfactory operation of both heating the car and refrigerating the tank 83v may be carried out simultaneously.

Inevent thesystemshowninFig.2istobe used only for refrigerating air flowing over the heat exchanger 49, the boiler B could be eliminated and, of course, the means for supplying heat thereto and the pipe 85a and the valve 86 could be eliminated and an elbow would be substituted for the T-iitting 5i. Furthermore, the pipe 3|8 and the valve 3|| therein as well as the fitting 383'and the valve 388 could be eliminated and in this event the pipe 38 would be directly connected to the pump 31 asin Fig. 1.

A control system such as that shown in Fig. 13 can be provided for the system shown in Fig. 2 or, as explained in connection with the system of Fig. l, another type of control system may be used. By referring to the system shown in Hg.

V13, I believe it will be apparent that by the use of relays such as those disclosed therein the described operation of the valves of the system of Fig. 2 under the various conditions o! operation can be brought about automatically as is done by the control system of Fig. 13.

The form of air refrigerating and heating systemshown in Fig. 4 is much like that shown in Figs. 1 and 2 but in place of providing a heating coil in the receiver as is done in the system of Fig.1oraboilerBasisdoneinthesystemof F|g.2 theice tankisutilized asameansforheating the thermic fluid for heating purposes. This system like the system of Fig.1 cannot operate under Condition G.

In Fig, 4 the pipe 85 and the valve 88 are omitted inasmuch as the pipe 88a serves in this instance to supply thermic fluid for heating purposes to the pipe 55.

A solenoid valve 3|3 is provided in the pipe 38a which interconnects the tting 35 with the pump 31. Furthermore, a pipe 381 leads from the pump 31, as in the system of Fig. 2, to a tting 388. The pipe 33 is connected to the fitting 388 and leads to the expansion valve 33 and has valves 4| and 388a therein. A pipe 3|8a leads from the fitting 383 to a fitting 3M, and has a valve 3||a therein. Apipe 88a. leads from the fitting 'I8 to the fitting 3M. Apipe 3|l connects the fitting 3|I to the heat exchanger 88 in the tank 83a. The pipe 88a leads from the heat exchanger 88 to a fitting 58a to which the pipe l5 is connected, and the valve 'Il is provided in the pipe 88a. A pipe 88a leads from the fitting 58a to the strainer 8| for in this form of the invention the fitting 58. and the pipe 58 are not required. The valve 53 is provided in the pipe 68a. v

The steam supply pipe 88 having the temperature responsive valve 88 therein leads directlyl .Plypipellleadsintothetankaandhasa solenoid valve 55a therein. A liquid level control Y 3|2a` or the like is provided in association with the tank 83a and is connected to the iitting 3|! and a fitting 3|1 in the pipe, 88a^adjacent the heat exchanger.

'lheoperationofthesystemshowninFlg.4

under the various conditions of operation is as or other liquid from the tank 63a and after the tank is drained this valve is closed. The tank 53a is then iilled with cracked ice as under C Ondition A in the systems shown in Figs. 1 and 2.

'Ihe thermic fluid, that is to say, liquid refrigerant admitted into the heat exchanger 49 under control of the expansion valve 43 is vaporized in the heat exchanger 49 and flows back through pipe 52, back pressure valve 53 and pipe 55 to fitting 58a. Valve 53 is closed so that the vaporized refrigerant is prevented from iiowing through the pipe 58a to the compressor C2. However, the valve I8 isvopened and the refrigerant iiows through pipe 83a to the heat exchanger 58 wherein it is liqueed. The liquid ,refrigerant iiows through Pipe 3|! to fitting 3| 4 but flow through pipe 3I8a. is prevented by closed valve 3| la. From fitting 3|! the liquid refrigerant ows through pipe'88a to fitting 'I9 and it is then bypassed about the expansion valve 'l5 through pipe 8| past opened valve 82 to fitting 12 from whence it flows through pipe 1| past opened valve A'|3 to the fitting 35. Ihe liquid refrigerant may return to the receiver 3| through pipe 34 or it will iiow through pipe 35a past opened valve 3|3 to the pump 31, the refrigerant dividing at fitting 35 in the manner set forth more fully in the description of the system shown in Fig. 1 when operating under Condition A. Liquid refrigerant flowing to the pump 31 is forced by the pump through pipe 381, fitting 383 and through pipe 39 to expansion valve I3 past opened valves 308e and 4|.

In addition to the valves 59 and 3| la, the valves 5|, 38, 88, 55a and 3|5 are closed under this condition of operation.

Condition B-Fig. 4

When thermic fluid, that is to say, refrigerant, is to be supplied only to the heat exchanger I3, the valves 3|3, 388a. and 4| are opened so that liquid refrigerant may flow from the receiver 3|` to the heat exchanger I8 under control of the expansion valve 33.v A refrigerant vaporized in the heat exchanger I! is returned through pipe 52, back pressure valve 53 and pipe 55 to fitting 55a. The valve 'I8 is closed so that the vaporized refrigerant is prevented from flowing through pipe 83a but valve I8 is open so that the refrigerant can be drawn through the pipe 68a by the compressor C2. Compressor C2 forces the refrigerant to the condenser 23 and past the opened valve 38 into the receiver 3|. 'Ihe valves 5|, 13, 82 and 3| la are clom so that liquid refrigerant cannot' ilow to the heat exchanger 68, and the valves 88, 85u and 3|5 are also closed.

Condition C-Fig. 4

When refrigerant, the thermic iluid, is to be supplied to the heat exchanger 68 to freeze water or cool liquid in the tank 53a, it is first ascertained whether or notthere is a sufficient supply'of water or liquid in the tank and if not the valve 85a is opened to vll the tank 63a up to the level of the overflow device 88. Then the valves which were opened under Condition B are opened and also the valves 'I3 and 10 are opened so that liquid refrigerant may flow to the heat exchanger 88 through the opened valve 'I3 under control of the expansion valve 15 and so that refrigerant vaporlzed in the heat exchanger 68 may be returned through the Pipe 88a past opened valve |8 V7|i when the system is operated under Condition C..

Condition D-Fig. 4

When thermic fluid is to be supplied only to the heat exchanger 68, the valves 308a and 4| are closed. The other valves are arranged in the same manner as the valves are arranged when the system is operating under Condition C, and since the supply of fluid to the heat exchanger 99 is shut 01T by closing the valves 3080. and 4|, fluid is supplied only to the heat exchanger 68.

Condition E-Fig. 4

When the car stops or moves so slowly that operation of the compressor C2 is interrupted and refrigeration of air now over the heat exchanger 49 is to be continued, the ice or cooled liquid stored in the tank 63 is utilized to condense or cool the thermic fluid vaporized or heated in the heat exchanger 39 and the system is operated the same as it is operated under Condition A.

Condition F-Fig. 4

When the system shown in Fig. 4 is to be operated to supply thermic fluid to the heat exchanger 39 for the purpose of heating air flowing over this heat exchanger, the valves 59, 30, 3|3, i3 and 82 are closed. The valves 10, 4|, 3080. and 3| la are opened. The temperature responsive valve 89 operates tosupply steam, as required, into the tank 63a and the valve 3|6 operates to permit Water or other liquid accumulated in the tank 63 to be discharged therefrom. 'I'he valve 65a. remains closed at this time to shut oil water or other liquid from the tank 63a. Steam admitted into the tank 63a heats the thermic fluid in the heat exchanger 68 and this heated fluid circulates through the heat exchanger 49 to heat air flowing over this heat exchanger, and in event the liquid level in the heat exchanger 68 falls the liquid level device 3|2a or the like operates to open the valve 3|3 and start the motor 38V so that the pump 37 may withdraw fluid from the receiver 3| through pipe 34, fitting 35 and pipe 36a and the uid so withdrawn is forced through pipe 30T, fitting 309, pipe 3|0a, tting 3M, pipe 3| 5 t0 the heat exchanger 68. If the thermic uid supply in the heat exchanger rises, the liquid level device 3|2a Aor the like opens the valve 3|3 so that the fluid may drain back into the receiver 3| inasmuch as the tank 63a is mounted at a higher level than the receiver 3|.

If the system shown in Fig. 4 was to be used only for refrigerating air flowing over the heat exchanger 49, the valves 5|, 59, 308a, 3|3 and 3| la could be eliminated as well as pipe 3||la and the fittings provided for connecting this pipe. Moreover, a manual valve could be used in place of the solenoid valve 65a.

In Figs. 5, 6, 9 and 10 a multi-cylinder compressor C3 is illustrated which can be substituted for the compressor C2 in the systems illustrated in Figs. 1, 2 and 4. If this substitution is made it is not necessary to change the connections to the high pressure side of the compressor for insofar as the high pressure connections are concerned the compressors are interchangeable. However, the low pressure connections of the compressors must be changed in the manner now to be described.

When the compressor C3 is substituted for the compressor C2 in the system shown in Fig. 1, thelow pressure or suction connections are made as shown in Fig. 5. This pipe 60h is connected to the fitting 56 instead of the pipe 51 and this pipe 60h leads to a strainer 6|a similar to the strainer 6|. The `valve 59 is provided in the pipe 6017.

The pipe 85 leads to the T-fitting 33 just as is done'in Fig. 1. The pipe 62a leads from the strainer 6|a to a solenoid valve 3|8 and ttings 3|9 are provided in the pipe 62a to which the high pressure connections of the compressor are the same as shown in Fig. 2 but the pipe 60h is connected to the tting 56 and the valve 59 is provided therein. 'Ihe pipe 69 again leads from the heat exchanger 68 to the coupling 32| and the pipe 60e leads from the coupling 32| to the strainer 6|b. The connections between the strainers 6|a and 6|b are the same as in Fig.'5. In this instance the pipe 55a is connected to the boiler B just as this pipe is connected in the system shown in Fig. 2.

When the compressor C3 is substituted for the compressor C2 in the system shown in Fig. 4, the high pressure connections are the same as those described for the system shown in Fig. 4. However, the low pressure connections are made as shown in Fig. 10, that is to say, the pipe 60h is connected to the fitting 56a and the valve 59 is provided therein. The pipe 69a in this instance leads from the heat exchanger 68 and is connected to the tting 56a and the valve 10a is provided therein. Furthermore. a T-iltting 322 is provided in the pipe 69a and the pipe 60e is connected to this T-fltting 322 and leads to the strainer 6 lb. A solenoid valve 322 is provided in the pipe 60e in this instance. The connections between the strainers 6|a and 6|b are the same as those provided in the arrangement of Fig. 5.

The multiple cylinder compressor shown in Figs. 5, 9 and 10 operate substantially the same as the compressors shown in Figs. 1, 2 and 4 under the various conditions of operation. All of the various valves in the systems shown in Figs. l, 2 and 4 operate under the various conditions of operation in the same manner as that which has been described except the valves 59 and 10; Furthermore, when the multiple cylinder com-v pressor is used, some additional valves are provided, and the operation of the valves 59 and 10 and the additional valves under the various conditions of operation when the multiple cylinder compressor C3 is substituted for the compressor C2 in the systems shown in Figs. 1, 2 and 4 will now be described.

Condition A-Multiple cylinder compressor pipe 62a, opened solenoid'valve 3|8, pipe 62h,

strainerl b, pipe 60c, couplin`g\32| and through pipe 69( past opened valve 10.

Likewise, when the compressor C3 is substituted for, the compressor C2 in the system shown in Fig. 2, vaporized refrigerant returns through pipe 55 to fitting 56 from whence it flows through pipe 60h past opened Valve 59,through strainer 6Ia, pipe 62a, opened valve 3I8, pipe 62h, 'strainer 6Ib, pipe 60c, coupling 32| and through pipe 69 past opened valve 10.

When the compressor C3 is substituted for the compressor C2 in, the system shown in Fig. 4, vapor refrigerant returning through pipe 55 under Condition A flows to fitting 56a but preferably the valve 59 is closed as Well as the valves 3I8 and 10 but the vaporized refrigerant may return to the heat exchanger 68 through pipe 69a by opening valve 323. I

Condition B-Mnltiple cylinder compressor When the multiple cylinder compressor C3 is substituted for the compressors C2 used in the systems shown in Figs. 1, 2 and 4, all'four cylinders thereof may be utilized under Condition B inasmuch as the heat exchanger 68 is not operating as an evaporator under this condition. Therefore, the valves 'I0 will be closed in each of the arrangements shown in Figs. 5, 9 and 10 but the valves 3I8 will be open. The vaporized refrigerant, that is to say, thermic fluid, returning from the heat exchanger 49 will flow through pipe 55 into fittings 56 or 56a and through pipes 60h past opened valves 59 and intothe pipe 62a and 6217. In the system as shown in Fig. 10 the valve 323 will be closed under this condition of operation.4

Condition C Multiple cylinder compressor When the multiple cylinder compressor C3 is substituted for the compressor C2 used in the systems shown in Figs. 1, 2 and 4, the operation of the compressor C3 is quite different from the operation of the compressor C2, for the first three cylinders of the compressor C3 withdraw thermic fluid from the heat exchanger 49 while the fourth cylinder of the compressor withdraws fluid from the heat exchanger 68.

Therefore, in the systems as shown in Figs. 5, 9 and 10 both the valves 59 and 'l0 are opened but the valves 3I8 are closed. Under this condition of operation the valve 323 shown in Fig. 10 is closed.

Then in the system shown in Fig. vaporized refrigerant, that is to say, thermic fluid, from the heat exchanger 49 flows through pipe 55, fitting 56, past opened valve 59 to flow through the inlets 328 and refrigerant from the heat exchanger 68 flows through pipe 69 past opened valve T0 into pipe 60C and through ,the inlet 320d.

In the system shown in Fig. 9, vaporized refrigerant returns from the heat exchanger 49 through pipe 55 past opened valve 59 to flow through the inlets 320, and refrigerant from the heat exchangerv 68 flows through pipe 69 past opened valve to the inlet 320d.

In the system shown in Fig. 10, vaporized refrigerant returns through pipe 55 past opened valve 59 to the inlets 320 and refrigerant from the heat exchanger 68 flows throughpipe 69a to T-fitting 322 from whence it flows through pipe 60o past opened valve 10 to the inlet 320d.

It Will be noted that it is imperative that the valve 3I8 remain closed during this condition of operation. Furthermore, when a multiple cylindercompressor is used in the manner shown in Figs, 5, 9 and 10, the back pressure valve 53 may be eliminated because the first three cylinders of the compressor withdraw thermic fluid from the heat exchanger 49 while the fourth cylinder withdraws thermic fluid from the heat exchanger 68, and since these heat exchangers are subjected to independent suction effects there will be no tendency to equalize the saturation pressures therein.

Condition D-'Multiple cylinder compressor Under this condition of operation since no thermic fluid is returning from the heat exchanger 49, the Valves 59 will be closed in the systems as shown in Figs. 5, 9 and 10. However, the valves 10 are opened in the systems shown in these three figures so that fiuid returning from the heat .exchanger 68 may be drawn into the compressor and in this instance the valves 3I8 are opened so that the fluid is not only drawn through the inlet '329a but also through the inlets 320. The valve 323 in the system shown in Fig. 10 is, of course, closed at this time.

'Condition E--Multiple cylinder compressor When the systems shown in Figs. 1, 2 and 3 include the compressor C3 in place of the compressor C2, the systems operate precisely as described under Condition A, Multiple cylinder compressor.

Condition F-Multiple cylinder compressor When the system as shown in Fig. 5 is included in the system shown in Fig. 1 and this system is operated for heating, the valves 59, 3I8 and 'l0 y are closed and heated thermic fluid flows from the receiver 3| through the pipe 32 to fitting 33 past opened valve 86 into pipe 85 to fitting 56 and thence through pipe 55, the remainder of the operation being the same as described under Condition F, Fig. 1.

When the system shown in Fig. 9 is included in the system shown in Fig. 2, the valves 59, 3I8 and 'l0 are closed and heated thermic fluid flows from the boiler B into the pipe 85a past opened valve 86 to fitting 56 and thence through. pipe 53, and

the remainder of the system operates as described y ,under Condition F, Fig. 2.

When the system shown inFig. 10 is included in the system shown in Fig. 4, the Valves 59, 3I8 and 10 are closed so that heated vthermic fluid flowing through the pipe 69a may flow past opened valve 323 to fitting 56a from whence the fluid flows through pipe 55, and the system operates as described under Condition F, Fig. 4.

Condition G-Multiple'cylinder compressor Only the system shown in Fig. 9 can be used to accomplish this condition and the, system shown in Fig. 9 is incorporated in the system shown in Fig. 2 for this purpose. Under this condition of 'operation since heated thermic fluid is to flow through the pipe 85a from the boiler B, the valve 86 is opened and the heated fluid ows into the pipe 55. However, the valve 59 is closed but the valves 3I8 and 10 are opened and the uid returning from the heat exchanger 68 through pipe 69 can therefore flow through the inlets 320 as well as the inlet 32611. Thememainder of this system operatesprecisely as described under Condition G, 2.

In Figso'l, 8, 11 and 12 a multiple effect compressor C4 'is shown which can be substituted for the compressor C2 in the systems vshown in Figs. 1, 2 and 4 in the same manner as that in which the compressor C3 was substituted for these compressors. 'Ihis multiple eiect compressor has strainers Sic and Gld associated therewith which correspond to the strainers Bla and SIb provided on the compressor C3. However, in this instance the pipe 62d leads from the strainer Bld to a T-tting 324 provided in the pipe 62e which leads from the strainer Glc. A T- fitting 325 is provided in the pipe 62d and the inlet 32.6 of the compressor C4 leading from the crank case of the compressor is connected to this T-tting. A solenoid valve 3| 8a,simi1ar to solenoid valve 3|8, is provided in the pipe 62d between the T-ttings 324 and 325. The pipes 62c have fittings 321 therein to which the inlets 328 of the compressors C4 are connected and these inlets communicate with the cylinders above the lowermost position of the pistons P of the compressors C4. The skirts of the pistons P are of sufficient length that when the pistons attain their uppermost positions they close off the inlets 328 so that there is no communication between these inlets and the crank cases of the compressors.

The temperature maintained in the heat exchanger 49 is considerably higher than ,that maintained in the heat exchanger 68 when these heat exchangers are serving as evaporators. Hence, the saturation pressure in the heat exchanger 49 is much higher than in the heat exchanger 68. A valve V isprovided in the head of the piston P, and when this piston starts downwardly from its uppermost position the pressure of thermic fluid in the crank case of the compressor which is supplied thereto from the heat exchanger 68 opens the valve V and the low pressure thermic fluid in the crank case of the compressor is therefore admitted into the cylinder above piston P. However, just prior to the time the piston reaches its lowermost position the inlet 328 is disclosed. Thermic uid is supplied to the inlet 328 from the heat exchanger 49 and this iluid is at a much higher pressure than that which is in the crank case and therefore as soon as the inlet 328 is disclosed' this high pressure thermic uid rushes into the cylinder above the piston P, closing the valve V, and thereafter the piston P starts to ascend and compresses the fluid confined in the cylinder thereabove which is discharged through the pipe 28. I

By a comparison of Figs. 7, 11 and 12 with Figs 9, 10 and 1l it will be noted that the pipe connec; tions to the compressors C4 and the valves arranged therein are the same as the pipe connections and the valves therein to Athe compressors C3. Therefore, under the various conditions of operation the systems shown in Figs. 7, 11 and 12 are connected precisely in the manner described for the systems shown in Figs. 5, 9 and 10. Moreover, as explained in connection with the multiple cylinder compressor, the back pressure valve 53 may be eliminatedwhen a multiple eiect compressor is used.

In the foregoing description reference has been made to supplying thermic fluid to the heat exchanger 49 fonthe purpose of cooling air flowing thereover, but as will be understood when refrigeration is eiTected in the heat exchanger 49 there will inevitably also be dehumidication of the air and reference to refrigerating air flowing over the heat exchanger 49, of course, includes dehumidication of the air.

Furthermore, it will be understood that an electrical control system such as that shown in Fig, 13 can be provided for any one of the systems and likewise other control systems can be used in place of an electrical control system, as has been explained.

Reference has been made herein to accumulating energy by operating the compressor condensing means to freeze water or cool liquid in the tank 63 whereby thermal means is afforded for cooling the thermic fluid or, more specifically, condensing vaporized refrigerant returning from the heat exchanger 49. This statement may be criticized because, in a strict sense, energy is not accumulated by freezing the water or cooling liquid for energy is extracted from the Water or other liquid when it is converted into ice or cooled;

but inasmuch as I utilize this ice or cooled liquid for performing work, that is to say, condensing vaporized refrigerant returning from the heat exchanger 49, I believe it is proper to refer to the freezing of the Water or cooling of the liquid in the ice tank 63 as the accumulation of energy.

Furthermore, it is to be understood that the compressor-condenser arrangement could be omitted and the refrigerant could be circulated through a tank likethe tank 63 which would be filled with ice or cooled liquid, such as a brine solution, and the system would operate satisfactorily, the ice supply or cooled liquid being manually replenished from time to time. Under this condition of operation a pump would be provided for supplying the thermic fluid to the heat exchanger. Furthermore, such a system could be used for heating purposes and this could be attained by providing an arrangement much like that illustrated in Fig. 4 and steam or other heating medium would be supplied to the tank which I have described as being lled with ice. such an arrangement was used for heating no pump would need be provided for circulation although, as in the illustrated form of the invention, the pump could be included in such instance, which would be a centrifugal or bellows pump so that free circulation therethrough would be possible.

Another arrangement for heating without the use of a compressor-condenser would be to include a boiler such as that shown in Fig. 2 and to make such an arrangement adaptable for both heating and cooling, a tank for receiving ice and having a heat exchanger therein would be provided for such a system would be much like that illustrated in Fig. 2 without the compressor and condenser.

The invention is particularly advantageous for the reason that substantially the same equipment can be used for heating or for cooling air supplied to a railway car or the like. Moreover, the device will function to heat or cool the air Whether or not the car is in motion. Furthermore, while I have shown the various compressors as being Whenoperated from the axle other source of motive power can be provided. For example, an electric motor can be used and if this is done this motor will be 'controlled in the manner I have described for the magnetic clutch.

While I have illustrated and described selected ized thermic heating fluid in the heat exchanger, ,compressor-condenser means for condensing thermic fluid vaporized in the heat exchanger and means controlling the admission of condensed `thermic iluid to said heat exchanger during the lcooling" or refrigerating'I operation and forming a portion of the cooling or refrigerating circuit, and means for by-passing the thermic heating fluid around said portion of the cooling or refrigerating circuit when vaporized thermic heating fluid is supplied to said heat exchanger during the heating operation.

- 2. In an air conditioning system, a heat exchanger over which air passes to be refrigerated by vaporizing condensed thermic fluid in the heat exchanger or to be heated by condensing vaporized thermic fluid in the heat exchanger, compressor-condenser means to condense thermic fluid vaporized in the heat exchanger and oper- 'able to return the condensed thermic fluid to the heat exchanger, thermal means for condensing thermic fluid vaporized in the heat exchanger for return to the heat exchanger, heating means for vaporizing thermic fluid condensed in the lieat exchanger for return to the heat exchanger, and means controlling flow of the` thermic fluid to and from the heat exchanger to the compressorcondenser means or the thermal means or the heating means and operating to selectively supply condensed or vaporized thermic fluid to the heat exchanger whereby air passing over the heat 'exchanger is selectively refrigerated or heated.

A3. In an air conditioning system,` a heat exchanger over which air passes to be refrigerated by vaporizing condensed thermic fluid in the heat exchanger or lto be heated by condensing 'vaporized thermic fluid in the heat exchanger,

-means controlling flow of the thermic fluid to and from the heat exchanger to the compressorcondenser means or the thermal means or the heating means and operating to selectively supply condensed or vaporized thermic uid to the heat exchanger whereby air passing over the heat exchanger is selectively refrigerated or heated,

V means controlling the admission ofv condensed thermic fluid to said heat exchanger and operating to regulate the refrigeration of air passing over the heat exchanger, and means for by-passing the thermic fluid about the admission controlling means when vaporized thermic fluid is lsupplied to the heat exchanger. Y'

4. In an air conditioning system, a heat exchanger over which air passes to be refrigerated by vaporizing condensed thermic iluiduin ytheheat exchanger or to be heated by condensing vaporized thermic fluid iny the heat exchanger,

compressor-condenser means to condense thermic fluid vaporized in the heat exchanger and operable to return the condensed thermic fluid to the heat exchanger, thermal means for condensing thermic fluid vaporized in the heat exchanger, means for circulating thermic fluid condensed in the thermal means to the heat exchanger, heating means for vaporizing thermic fluidcondensed in the heat exchanger for return to the heat exchanger, and means controlling flow of the thermic fluid to and from the heat exchanger to the compressor-condenser means or the thermal means or the heating means and operating to selectively supply condensed or vaporized thermic fluid to the heat exchanger whereby' air passing over the heat exchanger is selectively refrigerated or heated, said flow controlling means including means for regulating the operation of said circulating means whereby said circulating means is rendered operative when vaporized thermic fluid is supplied to said thermal means.

5. In an air conditioning system, a heat exchanger over which air passes to be refrigerated by vaporizing condensed thermic fluid in the heat exchanger or to be heated by condensing'vaporized thermic fluid in the heat exchanger, com-- pressor-condenser means to condense thermic fluid vaporized in the heat exchanger and operable to return the condensed thermic fluid to the heat exchanger, thermal means for condensing thermic fluid vaporized in the heat exchanger, means for circulating thermic fluid condensed in thel thermal means to the heat exchanger,

heating means for vaporizing thermicA fluid cona vdensed in the heat exchanger for return to the heat exchanger, means controlling flow of the thermic fluid to and from the heat exchanger to the compressor-condenser means or the thermal means or the heating means and foperating to selectively supply condensed or vaporized thermic fluid to the heat exchanger whereby air passing over the heat exchanger is selectively refrigerated or heated, said flow controlling means including means for regulating the operation of'.

said circulating means whereby said circulating means is rendered operative vwhen vaporized thermic fluid is supplied to said thermal means, means controlling the admission of condensed thermic fluid to said heat exchanger and operating to regulate the refrigeration of air passing VAt over the heat exchanger, and means for by-passby vaporizing condensed 'thermic fluid in the .heat exchanger or to be heated by condensing vaporized thermic `heating fluid in the heat exchanger, thermal means for condensing thermic fluid vaporized in the heat exchanger and for conducting the condensate in its liquid phase to the heat exchanger, heating means for vaporizing the thermic heating fluid condensed in -the heat exchanger for return to the heat exchanger, means controlling flow of thermic fluid to and from the heat exchanger to the thermal means or the heating means and operating to selectively supply condensed or vaporized thermic fluid to said heat exchanger whereby air passing over the heat exchanger is selectively refrigerated or heated, means controlling the admission of condensed thermic fluid to said heat exchanger during the cooling or refrigerating operation and

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