US3074243A

US3074243A - Vortex water cooler

Info

Publication number: US3074243A
Application number: US164217A
Authority: US
Inventors: Carleton D Tilden
Original assignee: Cleveland Technical Center Inc
Current assignee: Cleveland Technical Center Inc
Priority date: 1961-12-28
Filing date: 1961-12-28
Publication date: 1963-01-22
Anticipated expiration: 1980-01-22

Description

1953 c. D. TILDEN 3,074,243

VORTEX WATER COOLER Filed Dec. 28, 1961 5 Sheets-Sheet 1 INVHVTOR.

Jan. 22, 1963 c. D. TILDEN 3,074,243

VORTEX WATER COOLER Filed Dec. 28, 1961 3 Sheets-Sheet 2 IN VEN TOR. fmm'mvfl. 7710:

Jan. 22, 1963 v TlLDEN 3,074,243

VORTEX WATER COOLER Filed Dec. 28, 1961 3 Sheets-Sheet 3 5| 50 I" AHA/\HAW 154 a a 55m 0!? t a: 1 E 0 INVEN TOR. CAQLETON 0. 77mm United States Patent Ofifice 3,074,243 Patented Jan. 22, 1953 3,074,243 VORTEX WATER COGLER Carleton D. Tilden, Painesville, Ghio, assignor to Cleveland Technical Center, Inc. Filed Dec. 28, 1961, Ser. No. 164,217 3 Claims. (Cl. 62-5) This invention relates generally to refrigeration apparatus, and more specifically to a water cooling system for diesel locomotives.

This application is a continuation-in-part of application Serial No. 103,046, filed April 14, 1961, now abandoned, entitled Vortex Water Cooler.

A refrigeration device known as a Hilsch vortex tube is a device which has been thoroughly examined in the laboratory and found to be entirely workable, but of little or no commercial utility. Actually, this device was discovered by Georges Joseph Ranque and first patented in France in 1932. This device is the essence of simplicity and consists essentially of a straight piece of pipe with a means to cause a rapid swirling of air supplied to the pipe at about 100 pounds pressure. Some of the air is caused to issue from the pipe at an elevated temperature and another portion of the air to issue from the opposite end of the pipe at a considerably colder temperature. Temperatures as low as -30 F. have been accomplished.

Nevertheless, this device has never been practical for any commercial use for the simple reason that it is highly inefiicient.

About the same time as the invention and development of the vortex tube principle of cooling there was the beginning of another industrial development to take profound efiect upon the transportation industry of the world. This was the development of the diesel locomotive. Steam locomotives had been the principal prime movers in America and in many other countries of the world and began to be replaced by diesel power in the decade beginning about 1940. In the cab of the usual steam locomotive there could be found a bucket of water for drinking purposes, and sometimes this bucket would have some ice provided in it at the beginning of a run. However, the manufacturers who developed the acceptable diesel locomotive usually also manufactured water coolers. Therefore, diesel engines from their earliest models have generally been supplied with electric water coolers.

The electric water cooler was quickly accepted by the railway operating personnel, and generally disapproved operating the engine unless the water cooler was operative to supply them with cool drinking water during working hours. In fact, because of the severe vibration conditions found in such a locomotive, the electric water coolers very often have been the source of considerable delay in moving railway trains. The conventional water cooler is subject to rapid deterioration and breakdown because of the vibration conditions, and generally the railway crew objects to moving the locomotive until the water supply is corrected.

Accordingly, it is a prime object of the present invention to provide a water cooling system for a railway locomotive which will be resistant to service failure by reason of vibration and similarly severe operating conditions.

Although the vortex tube principle is notoriously inefiicient as a cooling system in comparison with other types of refrigeration devices, it has been observed that the railway locomotives have an abundant supply of air compressor capacity which is idle most of the time. This compressor capacity is used to pump up the brake system of the train and supply control air to the locomotive. Once the lines are pumped to capacity the air is no longer needed and the pumping capacity runs idle with no further use for its output capacity. Accordingly, it has been an ideal combination to provide the vortex type of cooling, which is incapable of deterioration under vibration of the nature found in railway locomotives, with the vast air supply which is not used most of the time when water cooling is needed.

Accordingly, it is another principal object of the invention to provide a new and useful application of the principle of vortex cooling, which application affords a practical method for cooling drinking water in railway locomotives.

A more specific object of the invention is to provide an improved vortex cooling device in combination with a railway locomotive, the device employing the idle air compressor capacity of the railway locomotive to form an improved and novel system for cooling drinking water.

Furthermore, there are various types of industry where sparks cannot be tolerated. A prime example is a munitions factory. Some mines are highly explosive in nature. In these locations there is a need for some power driven devices, and compressed air is employed for such devices in spite of the fact that compressed air driven mechanical devices are expensive to operate in comparison with electrically driven devices. In such industry there is an abundance of air available. Furthermore, the present invention does not require any device which will produce a spark. Accordingly, it has been found to be that the present invention is ideally suited for use in explosive surroundings which has a supply of air for power purposes. Thus, workmen are not denied the benefits of cool drinking water because they are working in dangerously explosive surroundings.

Other objects and a fuller understanding of the invention may be had by referring to the following description and claims taken in conjunction with the accompanying drawings in which:

FIGURE 1 is a side elevational view illustrating the schematic relationship of the various parts employed to produce cool drinking water according to the present invention;

FIGURE 2 is an enlarged detail view of the vortex tube employed to produce the cold air for refrigeration;

FIGURE 3 is a section taken along line 3-3 of FIG- URE 2;

FIGURE 4 is a section taken along line 44 of FIG- URE 2; and,

FIGURE 5 is a side elevational view of the diesel locomotive and water cooling combination which comprises one aspect of the invention.

Referring first to FIGURE 1 of the drawings, the general arrangement of the parts is shown in a schematic arrangement suitable for the intended purpose. A cabinet 10 is provided as a general housing. An arrow indicated by the reference character 11, indicates the entrance of air into the system from a suitable source, which is preferably the compressor of a locomotive. This air is usually in the range of to p.s.i. The air is led through a heat exchanger 12, in this particular illustrated embodiment of the invention, although this exchanger 12 is by no means essential to the operation of the invention. From the heat exchanger 12 the air passes to a temperature control valve 13 which is controlled and activated by the temperature sensed by a bulb 14 acting through a capillary lead 15.

When the valve 13 permits, air passes then to a vortex assembly 16 where it expands and forms a high speed vortex, as will hereinafter be described in more detail. The vortex spirals down the tube to a throttle end 17 where the excess heated air is released. The remaining air, still spinning, forms a core up the center of the hot tube and downwardly spinning air and moves to wanted disturbance leaking into the vortex region.

an orifice 1 8 just above the point of entry of the air from the valve 13 (F16. 2). This counterflow of spinning air up the core of the hot tube is in the process of losing heat all the way, and after passing through the orifice loses more heat by further expansion through the orifice. At the pressure indicated, it is common to receive a resultant temperature of zero degrees Fahrenheit, or less, after passing through the orifice l3.

As shown in FIG. 1, the c ld air passes from the orifice 18 through a tube 1? to a cooling coil 20 surrounding a water tank 21. A water supply bottle 22 is inverted over tank 21 and sealed by a collar 23 to supply water to the tank 21 as needed.

The air leaving the coil 29 is usually about 4% to 3 degrees after the water temperature has been stabilized and therefore the exhaust air can be used to advantage to cool both the incoming air and the hot tube of the vortex assembly in which the vortex is created. For these purposes, the preferred embodiment of the invention includes an exhaust line 24 which connects the coil 29 to the heat exchanger 12. A second exhaust line 25 leads from the heat exchanger to the vortex assembly 16 where the exhaust air is introduced around the hot tube.

It has been found that the temperature drop of the air is fixed in relationship to the temperature of the air supplied. The temperature of the air passing tnrough the orifice 18 will depend to a considerable extent upon the amount of air allowed to escape from the throttle end 17. The greater the amount of air that escapes, the colder will be the air remaining. However, the colder remaining air is much smaller in volume and hence has considerable less cooling capacity than a larger amount of air at somewhat Warmer temperature might be. Therefore, the throttle 17 must be adjusted to pro duce the desired balance of cooling capacity and temperature reduction.

The assembly 16 is preferably mounted in shock mounts 26, particularly for mobile use such as in railroad locomotives, although vibration will not deter the proper operation of the assembly, but vibration will cause metal fatigue and hence is to be avoided as much as possible.

Turning now to the FIGURES 2 through 4, the particular vortex assembly '16 illustrated for the purpose of this invention has been developed as a simplified structure capable of being manufactured inexpensively and efliciently by common machine tool method.

A tube 36, sometimes referred to as a hot tube, provides the chamber in which the vortex phenomenon takes place. To provide structural means of assembly, a body 27 is provided as a top cap end for the tube. This body 27 is threaded externally as indicated by reference character 28. A protecting skirt 29 is secured to the body 27 and extends downwardly substantially to the end 17 of the tube 3%. The exhaust line 25 from the heat exchanger 12 is shown connected to the skirt 29 so that the relatively cool exhaust air can be introduced into the skirt around the hot tube 30. Note that there is a throttle structure 31 at the end of tube 39, which projects from skirt 29.

A jet body 32, having jet passageway opening 33 therein is located to receive air from an annular passageway 34 and direct the air tangentially of the central opening 35 produced by the tube 3% and the central bore 27' of body 27. Air is supplied to the chamber .34 by pipe 36 leading from the valve 13.

A top cap structure 37 is threaded to engage the threaded portion 28 of body 27. Member 37 is thus adapted to act as a clamp to hold the member 32 in the position illustrated in FIGURE 2. An O-ring seal 38 keeps the air in the chamber -34 and prevents un- The upper end of cap member 37 has an externally threaded stud 39 to which a fitting 40 is threaded to secure the line 19 to the vortex assembly. The top cap structure.

37 also defines a chamber 45 which is downstream from the constricting, axially disposed cold air outlet orifice 18. As noted above, the cold air stream loses more heat as it passes through the orifice 18 into the chamber 45.

The throttle assembly 3-1 is important in the understanding and operation of this vortex device. The swirling air passing down tube 36 gathers heat from the center core of air moving upwardly through the vortex. This hot air is bled oil by allowing the air to escape through annular orifice 4.2 and outlet ports 43. Valve structure 44 is threadably carried in the structure 31 and thus may be adjusted to open or close the annular orifice 42 as desired. It has been found that the greater amount of air that escapes through orifice 42 the less will be the volume of air returning up the tube as a vortex core. However, the less the air returning, the colder will be that air in temperature. Hence, the valve structure 44 may be adjusted to achieve a desired balance of air volume and temperature.

Reference is now made to FIG. 5 which illustrates the combination of the foregoing structure with a diesel locomotive 50. As shown, the locomotive 50 includes a cab 51 and an engine room 52. The air compressor 53 for the locomotive is located in the engine room and the cabinet 10 which houses the water cooling system is shown as being located in the cab 51. The air compressor 53 is connected to the intake line ll of the Water cooling assembly.

As noted above, the pumping capacity of the compressor 53 normally runs idle after the brake system has been pumped to capacity. According to the present invention, this idle pumping capacity is used to advantage to supply the required air for the water cooling system. The compressor is driven directly from the engine crankshaft (not shown) and may have an output capacity of from to 300 c.f.m. Thus, it will be seen that an adquate supply of air is available for the water cooling system when the locomotive is in operation.

In conventional electrically operated water cooling systems for locomotives of the type shown, it is necessary to provide a D.C. generator and a storage battery, the generator being driven by the engine crankshaft to charge the battery. The usual electric cooling system further includes a DC. motor which is operated by the battery current to drive a Freon compressor in the water cooler. A condenser which is cooled by a fan must also be provided to remove the heat generated in the compressor.

It will thus be apparent that the vortex water cooling and locomotive combination of the invention provides a practical system for cooling drinking water that does not require the several, relatively expensive components of an electric cooler. Equally important, the vortex cooling system does not require the constant maintenance and frequent replacement of parts necessitated by electrically operated systems, and is not subject to failure because of the vibration, wear, dirt, and other severe operating conditions encountered in locomotive operation.

Many modifications and variations of the invention will be apparent to those skilled in the art in view of the foregoing detailed disclosure. Therefore, it is to be understood that, within the scope of the appended claims, the invention may be practiced otherwise than as specifically shown and described.

What is claimed is:

1. In a railway locomotive including a braking syste 1., a control air system, and an air compressor for supplying air to operate said braking system and control air system, the combination with said locomotive of a water cooling apparatus comprising a water tank; a cold air conducting coil surrounding said tank for cooling the water; a vortex assembly connected to said coil for supplying cold air, said vortex assembly including a tube, air

inlet means connected to said tube for introducing air into said tube and creating a high speed vortex, said vortex being characterized by an axially moving shell of relatively hot air and a core of relatively colder air, valve means for releasing hot air from said tube, cold air escape means in communication with said coil; means connecting said air compressor to said air inlet means for supplying air to said vortex assemb.y, said connecting means including a heat exchanger connected to the exhaust end of said coil for cooling the air from said compressor before entering said vortex assembly; and an exhaust line connected between said heat exchanger and a portion of said vortex assembly surrounding said tube for allowing the exhaust air to cool said tube.

2. In a railway locomotive including a braking system, control air system, and an air compressor for supplying air to operate said braking system and control air system, the combination with said locomotive of a Water cooling apparatus comprising a water tank; a cold air conducting coil surrounding said tank for cooling the Water, said coil having an inlet end and an exhaust end; and a vortex cooling system for supplying cold air to said coil, said vortex cooling system including a tube, said tube having air inlet means for introducing air into said tube and creating a vortex, said vortex being characterized by relatively hot air whirling along the walls of said tube and an axially moving core of relatively colder air, a throttle valve at one end of said tube for releasing relatively hot air to control the volume and temperature of said core of relatively colder air, cold air outlet means centrally disposed in said tube at one end, conduit means connecting said cold air outlet means to said inlet end of said coil, a skirt spacedly surrounding said tube, and conduit means connected between the exhaust end of said coil and said skirt for introducing exhaust air from said coil in the space surrounding said tube.

3. The apparatus as claimed in claim 2 wherein said cold air outlet means includes means defining an aperture aligned with the axis of said tube and a chamber downstream from said aperture, and wherein said throttle valve includes a plurality of exhaust openings radially disposed around said one end of said tube.

References Qited in the file of this patent UNITED STATES PATENTS 1,934,371 Mufily Nov. 7, 1933 2,741,899 Von Linde Apr. 17, 1956 2,763,150 OBannon Sept. 18, 1956 2,770,103 Florea Nov. 13, 1956 2,790,310 Green Apr. 30, 1957 2,861,431 Van Deemter Nov. 25, 1958 2,873,582 Green Feb. 17, 1959 2,893,215 Hendal July 7, 1959 2,952,981 Bartlett Sept. 20, 1960

Claims

1. IN A RAILWAY LOCOMOTIVE INCLUDING A BRAKING SYSTEM, A CONTROL AIR SYSTEM, AND AN AIR COMPRESSOR FOR SUPPLYING AIR TO OPERATE SAID BRAKING SYSTEM AND CONTROL AIR SYSTEM, THE COMBINATION WITH SAID LOCOMOTIVE OF A WATER COOLING APPARATUS COMPRISING A WATER TANK; A COLD AIR CONDUCTING COIL SURROUNDING SAID TANK FOR COOLING THE WATER; A VORTEX ASSEMBLY CONNECTED TO SAID COIL FOR SUPPLYING COLD AIR, SAID VORTEX ASSEMBLY INCLUDING A TUBE, AIR INLET MEANS CONNECTED TO SAID TUBE FOR INTRODUCING AIR INTO SAID TUBE AND CREATING A HIGH SPEED VORTEX, SAID VORTEX BEING CHARACTERIZED BY AN AXIALLY MOVING SHELL OF RELATIVELY HOT AIR AND A CORE OF RELATIVELY COLDER AIR, VALVE MEANS FOR RELEASING HOT AIR FROM SAID TUBE, AND COLD AIR ESCAPE MEANS IN COMMUNICATION WITH SAID COIL; MEANS CONNECTING SAID AIR COMPRESSOR TO SAID AIR INLET MEANS FOR SUPPLYING AIR TO SAID VORTEX ASSEMBLY, SAID CONNECTING MEANS INCLUDING A HEAT EXCHANGER CONNECTED TO THE EXHAUST END OF SAID COIL FOR COOLING THE AIR FROM SAID COMPRESSOR BEFORE ENTERING SAID VORTEX ASSEMBLY; AND AN EXHAUST LINE CONNECTED BETWEEN SAID HEAT EXCHANGER AND A PORTION OF SAID VORTEX ASSEMBLY SURROUNDING SAID TUBE FOR ALLOWING THE EXHAUST AIR TO COOL SAID TUBE.