US2227257A - Refrigerating apparatus - Google Patents

Description

4 Sheets-Sheet l all m c. F. HENNEY ETI'AL.

REFRIGERATING APPARATUS Original Filed Sept. 1, 1934 fig NVENTOR.

BY 7%. I

Dec. 31, 1940.

a 9% I ((L Y (L Wm H. \w M mm mm QQU Dec. 31,. 1940. c. F. HENNEY rsrm.

REFRIGERATING APPARATUS Original Filed Sept. 1, 1934 4 Sheets-Sheet 3 5741) 2/7 jfl 540 320 E a w INVENTOR.

BY r m Y ATTO EYJ Dec. 31, 1940. c. F. HENNEY ETAL.

REFRIGERATING APPARATUS Original Filed Sept. 1, 1934 4 Sheets-Sheet 4 ENTOR.

mg 9% \Q S 45% A i OlfiEYJ Patented Dec. 3 1, 1940 UNITED STATES PATENT OFFICE REFRIGERATING APPARATUS Original application September I, 1934, Serial No.

Divided and this application July 20,

1935, Serial No.-32,4 26

Claims.

This invention relates to refrigeration and more particularly to the refrigeration of vehicles such as railway cars or the like.

This application is adivision of application Se- 5 rial No. 742,491, filed September 1, 1934, for Befrigerating apparatus.

It is an object of this inventionto provide refrigeration for vehicles, such as railroad cars or the like, in which the refrigerating system is on erated by energy derived from a rotating part of the vehicle such as an axle and in which automatic compensation-is provided for the varyin speeds of the vehicle and varying demands of refrigeration within the vehicle.

Another object of this invention is to provid an improved operation ofthe refrigerating system when the vehicle is standing.

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

In the drawings:

Fig. 1 is a diagrammatic representation of an apparatus in which the compressor of the refrigerating system is driven by a motor and a variable ratio drive and in which automatic means are provided for selectively actuating the compressor by the motor or drive; K

Fig. 2 is a diagrammatic representation of an apparatus somewhat similar to Fig. 1, in which the motor derives its electrical. current from a stationary source such as a station power line;

Fig. 3 is a diagrammatic representation of an 35 apparatus similar to that shown in Fig. 2 but with slightly modified controls;

Fig. 4 is a diagrammatic representation of an apparatus somewhat similar tothat shown in Fig. 1 but in whichthe dynamo electric machine is a 40 motor-generator capable of charging the-battery while the car is running;

Fig. 5 is a diagrammatic representation of an apparatus in which a generator is driven by the variable ratio drive and the electrical energy thus 45 derived is utilized to operate a motor which drives the compressor;

Fig. 6 shows a slightly different connection between the variable ratio drive and the axle than that shown in Fig. 5; and

Fig. 7 shows a slightly different control orrangement for the motor-generator circuit.

In practicing this invention a variable ratio drive is used to transform energy from a rotating part on the vehicle which moves in relatiom ship with the movement of the vehicle. Under such conditions any variable ratio drive may be used; but the drive disclosed in the application of Lester E. Perrine and Charles L. Paulus for Refrigerating apparatus, Serial No. 742,490, filed September '1, 1934, is preferably used and refer- 5 ence is hereby made to said application for a more detailed description of the drive per se. In this application the variable ratio drive is diagrammatically represented and wherever so represented is intended to depict the specific drive disclosed in said application.

In Fig. 1 the compressor is driven by a D. C.

stand-by motor energized from a battery. The compressor, at other times, is driven by a constant speed mechanical drive from the axle of the car. Automatic controls are provided for causing the D. C. stand-by motor to drive the compressor when the train is standing still or traveling below a predetermined speed, such as 15 M. P. H. When the speed of the train increases to 29 within the range of speed within which the constant speed drive is able to transform variable speed to substantially constant speed, automatic controls cause the compressor to be driven from the axle. The battery for operating the motor and .lpther electrical parts of the car is charged fromia generator driven from the axle. The controls have a sufficient time lag to permit the compressor to stop while it is being changed from the motor to the constant speed drive, or vice versa, and thus no violent reversing of the compressor rotation is possible.

As shown in Fig. 1 the compressor ill is driven by the D. C. motor it through the medium of the belt drive ii. The compressor i0 is also driven by the constant speed or variable ratio mechanism 83, such as disclosed in the said application of Perrine and Paulus and which, in this modifi cation, drives the compressor through the shaft M which is common to the motor and to the constant speed device. It is to he understood,'hcwever, that the motor and constant speed device may have different shafts. The constant speed device i3 is driven from a jach shaft 15 which in turn is driven from the axle it through the medianm of the belts ii. The same or another axle drives the generator l8 through the medium of belts i3.

The constant speed or variable ratio drive i3 may be of any desired type which tends to drive the compressor at a substantially constant speed or at very small speed variations notwithstandina wide variations in the speed of the ear. such drives generally have a speed range within which they are eflective. Thus they are capable of 55 maintaining satisfactory compressor speeds when the train travels between certain upper and lower train speed limits, such as between train speeds of 15 to 90 M. P. H.

The compressor I6 delivers compressed refrigerant to the condenser 20, which delivers liquefied refrigerant to the evaporator 2| through an automatic expansion valve 22. This valve is of the type which feeds refrigerant to the evaporator 2| when the pressure therein has been reduced below a predetermined value and is also provided with a thermostatic bulb control 23 which throttles the flow of refrigerant when the refrigcrating effect reaches the outlet of the evaporator. The evaporated refrigerant flows through the line 24 to the compressor II). A fan 25 driven by a motor 26 forces air over the evaporator 2| and delivers the same to the conditioned space of the car through the conduit 26. Air from the space to be conditioned may flow through the conduit 21 to the evaporator, or air from the exterior may flow through the conduit 28 after having been filtered at 29 or selected quantities of air may flow from both of these sources. If desired dampers 36 and 3| may be provided for selecting the amount of return air or fresh air which shall pass the evaporator 2|. A fan 32 may be driven by the shaft 33 for cooling the condenser 20, the

' same beingdriven from a pulley on the shaft I4.

Automatic means are provided for causing the compressor II] to operate when the train is standing still or is running below a predetermined speed such as M. P. H. A thermostat 45 in the space to be conditioned opens when the temperature falls below a desired limit and closes when it rises above a desired limit. When the thermostat 46 closes current from the battery ii flows through the wire 42 to a relay 43. The contact of the relay 43 is held against the contact .4 by the spring 45. Current therefore fiows'through the wire 46 to the bi-metallic member 41 which is in series with a resistor 48 and from whence the current r'eturns through the wires 49 and 46a. to the battery 4|. The amount of current flowing through the resistor 48 and strip 41 is relatively large and causes the strip to bend against the bi-metallic strip 56. When this occurs, the contacts 5| close thus causing the current to flow through the wire 52 to the relay coil 53 and from thence back to the battery through the wires 48 and 46a. This closes the contacts 54 and 55 and opens the contacts 56. Current then ceases to flow through the resistor 48 and only a relatively small amount of current continues to flow through the bimetal 41, wire 51, contacts 54, wire 52 and coil 53. When the contacts 55 are closed current flows from the wire 46 through the contacts 55 (switch 63 it closed), wire 58 to the coil 59 of the relay 60 thus closing the contacts of the relay 6!! and permitting current to flow through the motor II through the wires 6| and 62 to the wire 46a. The motor II continues to operate as long as the thermostat 40 is closed and when the temperature is sufficiently reduced, the compressor is stopped by the opening of the thermostat. It is to be understood that the motor I I may be provided with the usual starter control box if necessary to reduce the amount of current which flows through the relay 6D. A hand switch 63 is provided so that the motor I I may be disconnected from the battery system if refrlgeration is not desired.

When the car speed rises above 15 M. P. H. current from the generator flowing through the coil 61 rises to the point where the contact 68 is pulled against the contact 68. When this occurs current flows from battery 4| through the thermostat 40, wire 42, contacts 68, wire 10, bimetal 1|, resistor 12, wire 13 to the battery 4|. The resistance of 12 is so adjusted that a relatively large amount of current flows through bi-metal 1| causing it to curl and close the contacts 14. This in turn causes current to flow from the bi-metal 1| through. the bi-metal 15 and wire 16 to the coil 11 and from thence through the wires 18 and 13 to the battery. This opens the contacts 19 and closes the contacts 88 and 8|. When this occurs, current continues to flow through the wires 82 and 16 and coil 11 keeping the contacts in the position just described. This permits current to flow from the wire'18 and contacts 8| through the wire 83 to the coil 84 and opens the valve 85 which permits air to flow from the air-brake system or train line air to a mechanically operated clutch 86 which connects the constant speed drive I3 with the shaft I4 and thus causes the axle I6 to drive the compressor Hi. When the thermostat 40 opens, a deciutching operation at 86 is caused by stopping the flow of air to the clutch 86 through the valve 85 as will be readily apparent, until such time as the temperature rises and again closes the thermostat 40.

As the bi-metals 41 and 1| require a certain length of time to heat and cool, suflicient time lag is introduced to permit the compressor III practically to stop before it is changed from the motor drive to the mechanical drive, or vice versa.

Automatic controls are provided for causing the generator I8 to charge the battery 4I when the car has attained a predetermined speed. This speed may be the same or different from the speed at which coil 61 becomes eifective. Thus at some predetermined speed the current flowing through coil 65 from the generator I8 becomes suflicient to close the contacts 66. When this occurs, the generator charges the battery 4I. When the speed of the car falls to such an extent that the battery tends to run generator I8 as a motor, the reversed current flowing through coil 6511 creates a magnetic flux against that of coil 65, thus permitting contacts 66 to open and prevent drain of the battery by the slow turning generator.

The fan 25 may be permitted to operate independently oi the thermostatic or train speed responsive controls. Thus a manual switch 80 may be provided, which, when closed, causes current to flow from battery 4| through wire 9| to motor 26 and from thence back to the battery through.

wire 46a.

In Fig. 2 an A. C. stand-by motor is provided for operating the compressor of a refrigerating system of the same general type as that described with respect to Fig. 1. The A. C. motor is plugged in at the station thus to drive the compressor from station current. When the train is running the compressor is driven by a constant speed or variable ratio drive from the axle of the car. Thus a compressor I 06 is driven and furnishes compressed refrigerant to a condenser similar to that described in Fig. 1 which in turn is connected to an evaporator, fan, conduits, etc., exactly as in Fig. 1. The compressor I00 is driven by an A. C. motor through the medium of belts I02. When the train is at the station a threephase power plug I63 is plugged in to a terminal plug Ina, at the station power line. When the plug I03 is plugged in a jumper I04 in terminal plug I03a. closes the line I05 with the line I06 thus permitting current to flow from the battery I01 to the starting coil I00, thus closing switch I09 ii the thermostat III is closed. The flow of current from the coil I00 is through the line IIO, thermostat III, and wire II2 back to the battery I01. The thermostat III is in the space receiving conditioned air and thus controls the operation of the motor IOI in accordance with conditions produced by the evaporator (not shown in this modification). When the train is about to leave, the power plug I03- is pulled out, thus deenergizing the motor IOI. As the speed of the train increases the generator II5 increases in voltage sufficiently to cause the coil I I0 to close the contacts II1. This permits current to flow from battery I01 through the wire H0, contacts I11, wire II9, solenoid I20, thermostat III, wire II2 back to the battery I01. When this occurs air from the air-brake system flows past the valve I2 I to the pneumatic clutch I22 thus clutching the pulley I23 to the shaft I24. Pulley I23 is part or a constant speed or variable ratio drive I25, the other pulley I21 of which is mounted on a jack-shaft I28 driven by belts I29 from the axle I30. .The axle I30 thus drives the compressor. When the thermostat III opens after the compartment has been cooled sufficiently, the coil I20 is deenergized thus declutching the pulley I23 and stopping the compressor I00 until such time as the compartment to be conditioned warms to the upper temperature limit to repeat the cycle.

The generator II5, which may be driven by any car axle I30, automatically charges the batt'ery I01 while the train is running. When the generator II5 attains sufficient speed, current flows through wire I3I, coil I32 and wire I33 back to the generator in sufficient quantity to close the contacts I34. This causes current to flow from the generator through wire I3I, contacts I34, wire H8, battery I01, wire I35 and back to the generator. This charges the battery. When the generator speed falls to the point where the battery tends to run the generator as a motor, the current thus flowing backwards through coil I38 neutralizes the action of coil I32 and permits the contacts I34 to open, thus disconnecting the generator from the battery until it again regains charging speed.

Leads I40 and MI may connect battery I01 with the fan motor (not shown) through hand switch it. The fan forces air in thermal contact with the evaporator (not shown) in a manner similar to that shown in Fig. 1.

Fig. 3 shows an arrangement in which eithe an A. C. or D. C. stand-by motor may be used to drive the compressor when the car stands at a station, and in which a constant speed, or variable ratio, mechanical drive drives the compressor when the car is running. Separate thermostats are provided for controlling the operation of the mechanical drive and the stand-by motor respectively. v

The compressor 200 is mounted on the car i and is connected to a refrigerating system which conditions air in a compartment of a car in substantially the same manner as in Fig. 1. The compressor 200 is driven by the belting 20I either by the stand-by motor 202 or the mechanical drive 203. The mechanical drive 203 includes pulleys 204, 205 and belting 206. The pulley 205 is mounted'on a jack-shaft 201 which is driven by belting 208 from the axle 209. A pneumatic clutch 2I0 is provided which clutches and declutches the pulley 204 from the shaft 2 of the motor 202. The pneumatic clutch 2I0 is actuated by compressed air such as is available from the air-brake system. The clutch connects the pulley 204 to the shaft 2 when air is admitted thereto and declutches when the air pressure is disconnected.

A centrifugal switch 2I2 is made responsive to the speed of the car, for example, bybeing mounted on the jack-shaft 201. When the car stops the switch 2I2 opens the circuit in which it is placed, the purpose being to prevent the mechanical control thermostat from clutching the pulley 204 while the motor 202 is energized at the station.

When the car is running the refrigerating system is under control of the thermostat 220, and when the car is at the station it is under the control of the thermostat 22I. The thermostat 220 closes its contacts when the temperature has been reduced to the lower limit and opens the contacts when the temperature rises to the upper limit. For example, this thermostat is calibrated to close when temperatures are below 75 F. and to open when temperatures are above 17 F. The thermostat 22I is made to close its contacts when the temperatures are above a predetermined limit and to open the contacts when the temperatures are below. This thermostat 22I, however, is calibrated to operate in ,a range higher than the range of the thermostat 220. Thus, for example, the contacts of thermostat 22I close when the temperatures are above 80 F. and open when the temperatures are below 78 F.

When the car is running, and is under the control of thermostat 220, and when the temperature falls below 75 F. the contacts close and current from the battery 222 flows through the wire 223, coil 224, wire 225, thermostat 220, wire 220, centrifugal switch 2I2 and wire 221 back to I the battery 222 When the coil 224 is thus energized it opens the valve 228 and permits air pressure to be applied to the clutch 2I0, which declutches the pulley 204 from the shaft 2 and stops the operation of the compressor 200. While the car is still running and it warms to a temperature above 72 F. the contacts 220 open thus deenergize coil 224, relieving the pressure on the clutch 2i 0 causing it to clutch the pulley 204 to the shaft 2 and causing the compressor 200 to operate and cool the car. The thermostat 220 thus starts and stops the compressor 200 while the car is running in accordance with temperatures in the compartment for which the air is being conditioned.

When the car is at the station, the terminals 230 are plugged in to the station power supply, this supply being either A. C. or D. C. The how of current from this supply is governed by a relay 23I and a snap switch 232 while at the same time the how of air to the clutch 2I0 is governed by a coil 233. When the car is standing still and the temperature is above 80 F. the contacts 22! close. This causes current to flow from the wire 221 to the contacts 22!, wire 234, re1ay coil 23I, valve coll 233 to the battery 222. This closes the contacts of the relay 23! and opens the valve 235 and causes air pressure to be applied to the clutch 2I0 thus releasing the shaft 2 from the pulley 204 and permitting the motor 202 to drive the compressor. When airpre'ssure is applied to the clutch 2I0 this same air pressure flows through the line 236 to the bulb 231 and closes the switch 232. Under these conditions current can flow through the wire 241, contacts 232, wire 238, relay 231, wire 239, motor 202 and wire 240. Under these conditions the motor 202 drives the compressor 200 until such time as the temperature is reduced below 78 F. when the contacts 221 are opened thus deenergizing the relay 231 and opening its contacts. This breaks the flow of current to the motor 202 and stops the compressor 200 until such time as the temperature again rises above 80 F. when the above cycle is repeated. The battery 222 may be charged by the usual generator driven from an axle of the car.

Fig. 4 shows a modification in which the compressor is driven either from the axle of the car or by a combined motor-generator. The motorgenerator operates as a generator when the compressor is being driven from the axle, and as a motor when the train stops or travels at too slow a speed for satisfactory operation from the axle.

Automatic means are provided for controlling the operation of the compressor by the motor and by the axle, and also automatic means are provided for causing the motor-generator to operate as a generator when the train is running at a sufiicient speed. Automatic means are also provided for causing the motor-generator to operate as a generator even when the compressor stands idle when no refrigeration is required.

These various instrumentalities are diagrammatically shown in Fig. 4 as follows: A compressor 300 forwards compressed refrigerant to a condenser 301 from whence refrigerant flows through the line 302 to the evaporator 303. The evaporated refrigerant returns through the line 304 to the compressor 300. The condenser 301 may be cooled by air from the blower 300a which rotates with the compressor 300. An automatic expansion valve 305 is placed at the inlet of the evaporator. This valve is of the type which admits refrigerant into the evaporator when the pressure in the evaporator is reduced below a predetermined pressure. The valve 305 is also provided with a thermostatic bulb control \306 which throttles the valve 305 when the refrigerating efiect extends beyond the outlet of the evaporator. A fan 301, driven by a motor 308, causes air to flow over the evaporator 303 and to be discharged through the conduit 309 into the space of the car which is to be conditioned. The air which is to be blown by the fan 301 may be obtained from the conduit 310 leading from the space which is being conditioned or from the conduit 311, connected with the atmosphere outside of the compartment. dampers 313 and 314, either manually or automatically controlled, determine the proportions of recirculated and fresh air.

The compressor 3% is driven by the belting 315 from the shaft 316 of the dynamo electric machine or motor-generator 311. The shaft 316 is provided with two clutches 318 and 319. The clutch 318 clutches and declutches the shaft 316 to the pulleys 320 of the belting 315, so that the shaft 316 may idle or drive the compressor 300, depending on the action of the clutch 318. The clutch 319 clutches and declutches the pulley 321 with the shaft 316, so that the pulley 321 can idle or drive the shaft 316 in response to the condition of the clutch 319. The pulley 321 forms a part of the constant speed drive 322, which includes another pulley 323 on the jack-shaft 324. The jack-shaft 324 is driven by the belting 325 from the axle 326. The constant speed drive A filter 312 may be provided, and

322 may be of the character disclosed in the application of Lester E. Perrine and Charles L. Paulus, herein referred to. In general, this type of drive includes V-pulleys 321 and 323, the V's of which are automatically widened or narrowed to vary the eifective driving diameters of the pulleys, and the automatic controls are such that the pulley 321 is rotated at a substantially constant number of revolutions per unit of time even when pulley 323 is rotated at variable rates,

The clutches 318 and 319 preferably are pneumatically operated, conveniently from the air supply of the air-brake system. Automatic means are provided for actuating the clutches so that the axle 316 is driven when either the compressor 300 and the motor-generator 311 should be operated, and so that the motor-generator 311 drives the compressor when necessary. To this end, a thermostat 321 is made responsive to conditions created by the evaporator 303. For example the thermostat 321 may be placed in the compartment wherein the air is to be conditioned. Centrifugal means are provided to cooperate with the thermostat 321 to impose the proper controls on the system. The centrifugal means conveniently may take the form of a D. C. generator 328, which may be relatively small, if desired, or of any other convenient size. The varying voltage generated by this generator 328 may be used to actuate relays to obtain the desired speed responsive control. When the train stands still or operates below 5 M. P. H., or any other desired speed limit, the voltage generated by the generator 328 is insufficient to energize any solenoids. Under such conditions the armature 329 of the solenoid 330 is pulled away from the solenoid by means of the spring 331 and the contacts 332 are closed. If at this time the thermostat 321 is closed, current flows from the battery 333, through the thermostat 321, contacts 332, wire 334, motorgenerator 311 and wire 335 to the battery 333, it being understood that the hand switch 336 is closed. Under such conditions the motor-generator 311 may drive the compressor 300 whenever the thermostat 321 is closed and stops whenever the thermostat 321 opens. Under such conditions the motor-generator 311 is declutched from drive 322 because valve 331, which has not been electrically energized, remains closed and thus does not operate the clutch 319. At the same time current flows from the battery 333, through the thermostat 321, wire 338, solenoid valve 339. wire 340 and switch 336 back to the battery 333. This opens the solenoid valve 339 and admits air through the pipe 341 to the clutch 318. Under such conditions, whenever the thermostat 321 closes, the motor-generator is energized as a motor and its shaft 316 is clutched to the belting 315 and drives the compressor 300, thus producing refrigeration in response to conditions created by the evaporator 303.

When the car speed rises above 5 M. P. H. or any other desired speed limit, the voltage generated by the generator 328 is sufficient to attract the armature 329 to the solenoid 330 against the action of spring 331. This opens the contacts 332 and thus prevents the motor-generator 311 from being energized as a motor. At this speed limit, or preferably at a higher speed limit the axle 326 is caused to drive the motor-generator 311 and compressor 300 in response to automatic controls. Thus if the train travels at or above some speed limit, such 15 M. P. H., the voltage from generator 328 energizes the coil 345 sufiiciently to close the contacts 346 and 341 which are mounted on the arm 348. When the contacts 346 are closed, current from the battery 333 flows through the wires 313, 350, through the contacts 346, wire 351.- solenoid valve 331, wire 352 and switch 336 to battery 333. This opens the valve 331 admitting air to the clutch 318 and clutching the pulley 321 to the shaft 316 so long as the train runs above 15 M. P. H.' Thus the axle 326 drives the motor-generator 311 all the time that the train travels above 15 M. P. H.

The compressor 300 is started and stopped by being clutched and declutched at 318 while the train runs above 15 M. P. H. in response to conditions created by the evaporator 303. Thus when the temperature rises in the compartment, thermostat 321 closes and clutches shaft 316 to the compressor 300 because a circuit is created from battery 333, through thermostat 321, wire 338, valve 339, wire 340, switch 336 and battery 333. When the thermostat 321 opens, after the compartment has been cooled, the circuit is broken to valve 339, thus declutching 318 and stopping the compressor.

When the contacts 341 are closed, the wiring is changed to cause the motor-generator 311 to act as a generator and charge the battery 333. is accomplished because the closing of the contacts 341 energizes the solenoid 310 by current from the generator 328. This closes the contacts 311 and 312. When-the contacts 311 are closed, a closed charging circuit is created between the generator 311 and the battery 333. This circuit includes wire 313, contacts 311, wire'314, wire 334, generator 311, wire 335 and switch 336. The simultaneous closing of contacts 312 changes the field windings of the generator 311 to create a sufllciently high voltage to charge the battery 333. The closing of contacts 312 shunts out a field resistor 315 through wire 315a, contacts 312, wire 315b. The wire. 334 is therefore at this time shunted to lead 3 15c of the field windings 31511. The resistor 315 is thus in series with the field windings 315d when the motor-generator acts as a motor, and is shunted out when the motor-generator acts as a generator.

The car axle 326 may operate the motor-generator 311 as a generator when refrigeration is not required. Thus in the winter time, when refrigeration is not required, or in the summer time during those periods when thermostat 321 temporarily is open, the clutch 318 may be declutched, thus permitting the rotation of the motor-generator without the rotation of the compressor 300. The motor-generator is rotated all the time the train runs above 15 M. P. H. while the compressor is rotated only when the compartment warms and closes thermostat 321.

If desired, the battery 333 may also be used for furnishing electrical energy for other parts of the car such as the lights 316, and may also be used to operate the fan motor 308 as shown by closing the circuit thereto by the automatic or hand switch 311.

In the modification shown in Fig. 5, an arrangement is used having a generator to charge a battery and a motor to drive the compressor; but the arrangement is such that a relatively small sized generator may be used notwithstandgear box 402.

This

Beveled gearing in the box 402 drives the shaft 406 which is connected to a universal joint 401 to-drive the floating shafts 408 and 408 keyed together by a looselytelescoping sleeve 410. The shaft 411 is carried on the body of the car by the bearing 412 and is connected to shaft 411 by universal joint 413. The arrangement thus far described permits the truck 401 to move when turning curves and also to move vertically in.

response to spring action, the play being taken by the universal joints 401 and 413 and by the sleeve 410.

The shaft 11 drives a pulley 414 which forms a part of a constant speed or variable ratio drive 415 which includes another pulley 416 with the belting 411. This constant speed drive 415 may be of the type heretofore described and which is more fully disclosed in the application of Perrine and Paulus herein referred to. The constant speed drive 415 drives the generator 418 at a substantially constant speed after the train has passed some lower speed limit, such as 15 M. P. H. When this occurs current from the lead 418 flows through the cell 420 back to the lead 421 in sufficient quantity to close the contacts 422. Current thereafter flows from the lead 418 through the coil 423 to the battery 424 and back to the lead 421. This continues so long as the generator is driven at a suflicient speed and until the battery 424 becomes fully charged.

If the speed of the generator 416 should fall below its proper charging speed for any reason, and if the battery 424 consequently should tend to run the generator as a motor, the backward flow of current through coil 423, would neutralize coil 420 and the contacts 422 would open, thus preventing wasteful discharge of battery 424.

The generator 418 may be provided with an automatic voltage regulator 425 including the coil 426 connected to the leads 418 and 421, this coil automatically regulating the compression of the carbon pile 421 which bridges the lead 419 and the field pole 429. The carbon pile 421 is in series with the field winding 430 and its varying resistance automatically regulates the strength of the field winding.

When the battery 424 has become fully charged, the voltage across the battery creates a sufiicient current through the coil 431 to open the contacts 432. When this occurs current ceases to flow through the solenoid valve 433 thus closing the valve and cutting off the air supply to the pneumatic clutch 434 which in turn declutches the drive 415 from the generator 418 and stops the generator, until such time as the voltage across the battery is insufficient to maintain the contacts 432 open. When the battery has become discharged to this extent, the clutch 434 is again clutched by the closing of contacts 432 and opening of air valve 433. a

The battery 424 operates the motor 440 which drives the compressor 441 through belting 442. Current from the battery 424 flows through wire 443, hand switches 444 and 445, thermostat 446, wire 441, motor 440 and wire 448 to battery 424. Thus the motor 440 operates whenever the thermostat 4,46 closes and stops whenever the thermostat opens, it being understood that the hand switches remain closed as long as the refrigerating system is to be operated.

Compressed refrigerant from. the compressor 441 fiows to the condenser 450, which is cooled by fan 440a, and which forwards liquefied refrigerant through the line 451 to an evaporator 452, the evaporated refrigerant returning through the line 453 to the compressor 44!. An automatic expansion valve 454 introduces expanded refrigerant into the evaporator 452. This valve is of the type which automatically introduces refrigerant into the evaporator when the pressure therein is reduced below a. predetermined limit by the compressor 44 I. The valve is also provided with a thermostatic bulb control 455 which throttles the valve 454 when the refrigerating effect in the evaporator 452 reaches its outlet.

Conditioned air cooled by the evaporator 452 is forced by the fan 456 driven by the motor 451 through the conduit 458 to the compartment I which is to be supplied with conditioned air. The air to be conditioned may come from the compartment through the conduit 459 or from an outside source 460 through a filter 46l, the proportions of fresh air or recirculated air being determined by the automatically or hand operated dampers 462 and 463. The compressor 4 cannot be operated without energizing fan motor 451 because of the arrangement of switches 444 and 445.

In Fig. 6 a gear box 410, somewhat similar to gear box 402, but having an additional function, is shown. In this modification the shaft "I, which corresponds to the shaft 406, is always driven in the same direction regardless of the direction in which the car travels. This may be accomplished by providing two shafts 412 and 413 driven from the axle of the car by means of belts 414 and 415. The shaft 412 is provided with a beveled gear 416 and with ratchet-like arrangement between the shaft 412 and gear 413 (not shown because so well known) such that the gear 416 is only driven in one direction by the shaft 412 and idles in the other. Similarly the gear 411 on the shaft 413 is provided with ratchet-like construction between the gear and shaft to drive it in one direction and not in the other. The gears 416 and 411 mesh with the gear 418 and always drive it in one direction regardless of the direction of travel 01' the: car. The gear arrangement shown in Fig. 6 may replace the gear arrangement in box 402 shown in Fig. 5. The remainder of the system may be identical. By the construction shown in Fig. 6 the generator 8 need not be provided with the directionchanging mechanism which is generally provided on railway car generators.

In Fig. 7 an automatic control is provided for the lay-out shown in Fig. 5, in which the generator is electrically disconnected from the battery when the battery is fully charged. This replaces the pneumatic clutch 434 and its controls 43l, 432 and 433. In the modification shown in Fig. 7 the lead 4l9a of the generator 4l8a is connected to the coil 420a, the current going from the generator through the wire'480, contacts 48l, wire 482, coil 420a, wire 482a and lead 42la. When the generator speed is suflicient, the contacts 422a are closed by the magnetic flux from coil 420a and current flows through the contacts 422a and coil 423a to the battery 424a and from thence through-the wire 483 and 484 to the lead 42!. The battery will be charged by the generator 418a so long as the voltage is below that of a fully charged battery. When the battery is fully charged the voltage rises sufliciently to energize the coil 485 with sufficient force to open the contacts 48!. When this occurs, the contacts 422a also open and further charging of the battery ceases until the voltage in the battry drops due to discharge enough to permit the contacts 4" to close. The wires 443a and 448a lead to mechanisms in Fig. 5 in a corresponding manner to wires 44! and 448.

In the modification shown in Figs. 5, 6 and 7 it is possible to have a relatively small generator in size because it operates at a substantially constant speed throughout its generating range while the train is traveling between the predetermined speed limits such as say, 15 M. P. H. to 90 M. P. H. or within the range of constant speed transformation of the drive 5. This is of great advantage as compared to drives in which the generator is not constantly driven and must be made large enough to deliver the desired voltage at its lowest speed.

In all of the modifications disclosed in this application, it is within the purview of this invention to provide starting boxes or panels for the motors disclosed where the current is deemed too great for direct connection from the controls. Thus where the leads run from automatic .controls to motors, it is to be understood that starting panels may be interposed, so that the current is relayed to the motor rather than directly transmitted. Such practice is well understood in the art, and showings thereof have been omitted to simplify the description.

While the form of embodiment of the invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. In a vehicle, an axle, a variable ratio drive, a flexible coupling between said axle and drive, a generator connected to said drive, a portion of said drive being substantially in the central longitudinal plane of said vehicle and said generator being offset from said central plane, a compressor, condenser and evaporator in refrigerant flow relationship, a motor connected to said compressor, a battery, said generator, motor and battery being in electrical flow relationship, means for causing said generator to charge said batterywhen said vehicle attains a predetermined speed, and automatic means to control the operation of said compressor in accordance with temperatures created by said evaporator.

2. In a vehicle, a compressor, condenser and evaporator in refrigerant flow relationship, a fan flowing a stream of air in thermal contact with said evaporator for a compartment to be cooled, a fan motor connected to said fan, an axle on said vehicle, a variable ratio drive driven from said axle, a generator driven by said drive, a battery in circuit with said generator, a compressor motor drivingly connected to said compressor, said battery being in circuit with said motors, a switch causing operation of one of said motors in accordance with conditions within said compartment and a switch causing independent operation of the other motor.

3. In a vehicle, a compressor, condenser and evaporator in refrigerant flow relationship, a fan flowing a stream of air in thermal contact with said evaporator for a compartment to be cooled, a fan motor connected to said fan, an axle on said vehicle, a variable ratio drive driven from said axle, a generator driven by said drive, a battery in circuit with said generator, a compressor motor drivingly connected to said compressor, said battery being in circuit with said motors, a switch causing operation of said compressor motor in accordance with conditions within said compartment, and a switch causing independent operation of said fan motor.

4. Drive means for a refrigerant compressor for use in a vehicle comprising an axle, a variable ratio drive, a flexible coupling between said axle and drive, a generator connected to said drive, a portion of said drive being substantially in the central longitudinal plane of said vehicle and said generator being oflfset from said central plane, a motor connected to said compressor, a battery, said generator motor and battery being in electrical flow relationship, means for causing said generator to charge said battery when said vehicle attains a'predetermined peed, and automatic means to control the operation of said compressor.

5. In a vehicle, a compressor, condenser and evaporator in refrigerant flow relationship, a fan flowing a stream of air in thermal contact with said evaporator for a compartment to be.

cooled, a fan motor connected to said tan, an axle on said vehicle, a variable ratio drive driven from said axle, a dynamo-electric machine adapted to operate as a generator, a dynamoelectric machine adapted to operate asa motor, a battery in circuit with said generator, torque transmitting means between said variable ratio drive and one of said dynamo-electric machines, torque transmitting means between said compressor and said dynamo-electric machine which is adapted to operate as a motor, one of said torque transmitting means comprising a clutch, means for operatingsaid clutch so as to render said one torque transmitting means inoperative, said battery being in circuit-with said motors, a switch causing operation of said compressor motor in accordance with conditions within said compartment, and a switch causing independent operation of said fan motor.

CHARLES F. HENNEY.

DONALD F. ALEXANDER.

CHARLES L. PAULUS.

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