US3216216A

US3216216A - Featherweight mobilreefer

Info

Publication number: US3216216A
Application number: US228570A
Authority: US
Inventors: Jack A Rowley
Original assignee: Individual
Current assignee: Individual
Priority date: 1962-10-05
Filing date: 1962-10-05
Publication date: 1965-11-09
Anticipated expiration: 1982-11-09

Description

Nov. 9, 1965 J. A. ROWLEY 3,216,216

FEATHERWEIGHT MOBILREEFER Filed Oct. 5, 1962 4 Sheets-Sheet 1 Jay Jaw? 4 fiJYZj Nov. 9, 1965 J. A. ROWLEY FEATHERWEIGHT MOBILREEFER Filed 00t- 5, 1962 High 4 Sheets-Sheet 2 IN V EN TOR.

7 520 m ss Nov. 9, 1965 J. A. ROWLEY FEATHERWEIGHT MOBILREEFER 4 Sheets-Sheet 5 Filed Oct. 5, 1962 m A M w i QM M 3 wk Nov. 9, 1965 J. A. ROWLEY FEATHERWEIGHT MOBILREEFER 4 Sheets-Sheet 4 Filed Oct. 5, 1962 Jack KOWI/ZVII ENTOR. BY

United States Patent M 3,216,216 FEATEERWEIGHT MQBILREEFER Jack A. Rowley, 2111 Western Ave., Seattle, Wash. Filed Get, 5, 1962,, Ser. No. 228,570 Claims. (Cl. 62-204) This invention is for a light-weight refrigeration unit which can be used in a delivery truck such as an ice-cream delivery truck and a milk delivery truck.

In delivery trucks used for delivering products at a cool temperature or at a low temperature such as 34 F., there has been a problem of maintaining the temperature in this range during the daytime deliveries. More particularly, the temperature of the cold-storage space has been lowered in the previous evening to the range of 34 F. Then, during the daytime operation, the refrigerant has been relied upon to maintain the temperature in this range. During the hot summer months, the refrigerant has not always been capable of maintaining this temperature in the cold-storage space. In addition to this problem of maintaining the temperature, there has been the problem of the weight of the refrigeration apparatus. More particularly, in the previously commonly employed refrigeration units, there has been used the ammonia system with its heavy, bulky plates and apparatus. The weight of the heavy refrigeration apparatus decreases the effective payload of the truck and, in addition, there is required more fuel to transport the apparatus. Also, the bulk of the apparatus decreases the volume of the payload of the truck, as the apparatus uses vital cold-storage space. With this knowledge of previously employed refrigeration apparatus, I have invented a refrigeration apparatus which is readily installed in delivery vans; is light-in-weight; is small-in-bulk or volume; is capable of being operated oil the engine of the truck or oif an external source of electricity; an apparatus capable of operating one high temperature unit at a relatively high temperature of about 34 F. and a low temperature unit at a relatively low temperature of about 0 F. to F.; and, which apparatus is relatively inexpensive to build, to install and to operate in the van.

These and other important objects and advantages of the invention will be more particularly brought forth upon reference to the drawings, the detailed specification of the invention and the appended claims.

In the drawings:

FIGURES la and lb, on two sheets, are schematic illustrations of the condenser unit, the evaporator unit, the high temperature cold unit, the low temperature cold unit, the compressor, and the wiring diagram of the refrigeration apparatus;

FIGURE 2 is a schematic illustration of the arrangement of the components of the refrigeration apparatus such as the truck engine, the drive from the engine to the compressor, the condenser unit, the evaporator unit, and the two cold units;

FIGURE 3 is a fragmentary view of a delivery van illustrating the position of the refrigeration apparatus in the van.

FIGURE 4 is view of the evaporator unit mounted on a track and a swivel for allowing the evaporator unit to be positioned at various places inside of the van and, also, to be directed in various directions in the van.

In the discussion of the refrigeration system there is used the terminology day operation and night Operation. Day operation is used to signify when the truck refrigeration unit is operating from the truck engine and on the road. In other words, the engine of the truck is driving the refrigeration unit. Night operation is used to signify when the truck refrigeration unit is operating on the dock power or while the truck unit is parked 3,216,215 Patented Nov. 9, 1965 and connected to an external electrical power supply. In other words, the refrigeration unit is being, operated from an external source of electricity. I

In FIGURE 1, a schematic illustration of the invention, it is seen that there. is a motor 10, two compressors 12, a condenser unit 14, an evaporator unit 16, and an electrical system 18 The motor 10 comprises shaft 20. On the input end of the shaft there is an electric clutch 22'. On the output end of the shaft there is a pulley 24. on the motor 10 there are brackets 26. The compressors 12 are mounted on these brackets. Leading into the compressors are shafts 28. Mounted on the shafts 28 are pulleys 30. Belts 12 interconnect the

pulleys

24 and 30 so as to drive the compressors 12. l I

The condenser 14cornprises a condenser unit 34, a fan motor 36 for driving a fan 38, a receiver or reservoir 40. The condenser 34 is of a tube-and-fin-type construction for dissipating heat. As is illustrated, the fan 38 is positioned with respect to the condenser 34 so as to force relatively cool air past the tubes and fins so as to collect heat from 34. The rriotor 36 maybe an AC.- D.C. motor of low voltage for driving the fan. It is seen that the condenser unit 14 comprises the

elements

34, 36, 38 and 40.

The evaporator 16, to allow the refrigerant to expand so as to remove heat from the regrigeration area, comprises an evaporator coil 42 of a tube-and-fin-type construction. Also, there is an electric motor 44 of A. C. D.C. type of low voltage for driving a fan 46. Naturally, the fan 46 blows the air across the tube and fin evaporator 42 so as to allow heat to transfer to the refrigerant and thereby expand. The tube and fins 42, the motor 44 and the fan 46 are of a unit construction. The evaporator 16 is designed to maintain'the temperature in the range of approximately 34-38" F.

In addition to the evaporator 16 there is provided a low temperature evaporator unit 50 having coils 52. The function of the unit 50 is different from the function of the unit 16. The function of the unit 16 is to cool the atmosphere in the delivery van or in the refrigeration area so as to maintain a relatively high temperature of about 3438 F. As contrasted with this, the function of the evaporator unit 50. is to maintain a relatively low temperature in the range of 0 F. to -10 F. Instead of air being forced past the coils 52, the coils 52 may be juxtapositioned with respect to the material to be maintained at a low temperature. In an ice-cream truck this would keep ice cream frozen and maintained at this relatively low temperature of0 F. to l0 F.

Naturally, there are various pipes and other control units interconnecting the compressor 12, the condenser 14, and the two evaporator units 16 and 5t). More particularly, a pipe or tube 54 leads from the compressor 12 and carries the refrigerant and runs to the condenser unit 34 in the condenser 14. In the condenser unit 34 some of the heat in the refrigerant is absorbed by air passing over the tubes and coils, and the refrigerant condenses to form a liquid. A tube 56 connects the condenser unit 34 with the receiver or reservoir 40. In the reservoir 40 the liquid refrigerant is collected. A tube 58 leads from the receiver 40 and connects with heat exchanger 60. In the tube 58 and positioned near the reservoir 40 is a manually controlled king valve 62 for closing and opening the system. Positioned in the tube 58, between the valve 62 and the heat exchanger 60, is a dehydrator 64 and a liquid indicator 66. The tube 58, upon leaving the heat exchanger 60 is now identified as 68. The tube 68 connects with the evaporator unit 42. The outlet of the evaporator unit 42 connects with a tube 70. The tube 7tl branches into a tube 72. In the tube 72 there is positioned the solenoid valve 74 operated by the truck voltage. This valve is normally open and is used to by-pass the crank-case-pressure-regulating valve during day operation of the unit so as to utilize the full capacity of the compressor. The crank-case-pressure regulating valve 76 is in the line 70 and is in parallel with the solenoid valve 74. This crank-case-pressure-regulating valve 76 is to maintain a set low-side pressure for the compressor so as to limit the capacity of the compressor 12 for the night operation. It is seen that, in the evaporator 16 and in the line 68, there is an expansion valve 77. The tube 78 connects the expansion valve 77 with the line 70 between the evaporator unit 42 and the by-pass tube 72. This valve 77 is an automatic expansion valve and has a twenty-five pound pressure limit. As previously stated, the tube 70 connects with the heat exchanger 60.

A suction tube 80 leads from the heat exchanger 60 and from the evaporator unit 16.The tube 80 leads back to the compressor unit 12. However, between the evaporator unit 16 and the compressor unit 12, the tube 80 connects with the tube 82. The tube 82 connects with the coil 52 in the evaporator unit 50. The coil 52 and the evaporator unit 50 connects with a tube 84 in the inlet side and which tube 84 in turn connects with tube 58 leading to the heat exchanger 60. In the tube 84 between the connection with the tube 58 and the tube 52, there is an expansion valve 86. Also, in the tube 82 between the coil 52 and the tube 80, there is a check valve 88 which allows the refrigerant to flow from the tube 52 to the tube 80 but does not allow the refrigerant to flow from the tube 80 to the tube 52.

In the tube 80 there is a valve 90 for controlling the flow of the refrigerant to the compressor 12. This valve 90 is a solenoid operated valve, and stops the flow from the high temperature evaporator and allows the low temperature evaporator to operate.

In the electrical control 18 there is a main relay unit 92. This unit comprises contacts or

terminals

94 and 96; 98 and 100; 102 and 104; 106 and 108; 110 and 112; 114 and 116; and, 118 and 120'.

The contact 94 connects with the leads 122 which in turn connects with the ignition switch 124. The ignition switch 124 connects through switch 126 with the lead 128. The lead 128 connects with the battery 130 and which battery is grounded at 132. In the lead 128, there is a fuse 134. The contact 96 connects by means of the lead 136 with the electric motor 44. The electric motor 44 is grounded at 138. The contacts 94- and 96, daytime operation, are normally closed. The contact 96 is tied with the contact 100 by means of a strap 140. The

contacts

98 and 100, during day operation, are normally open. The contact 100 connects by means of wire 142 with a terminal 144 in a relay unit 146. In the unit 146 there is a contact 148. The relay 146 in daytime operation controls the electric clutch 22 and the refrigeration apparatus and in night time operation controls the electric motor and the refrigeration apparatus. The contact 148, by means of lead 150, connects with terminal 152 in terminal board 153. The terminal 152 by means of the lead 154, connects with the electric motor 36 in the condenser unit 14. The motor 36 is grounded at 156. The terminal 152, by means of the lead 158 connects with the contact 114. The

contacts

114 and 116 are normally in a closed circuit or are normally closed during daytime operation. The contact 116, by means of lead 160, connects with the electric clutch 22. The electric clutch 22 is grounded at 162.

The contacts 102 and 104 are normally opened during daytime operation. It is seen that the contact 104, by means of lead 164, connects with the winding of the motor 10. Also, the winding of motor connects by means of lead 166 with the contact 118. The

contacts

118 and 120 are also normally open during the daytime operation. The lead 166 near the contact 118 connects with the lead 168. The lead 168 connects with the relay coil 170. The relay coil 170 is in relay 172. The relay coil 170 connects with the contact 174. The contact 174, by means of lead 176, connects with the contact 112. The contacts and 112 are normally open during daytime operation. In day operation the coil is not actuated. It is seen that a lead 178 connects the contact 116 and the solenoid valve 74. As is recalled, this solenoid valve is normally closed and is used to by-pass the crank-case-pressure-regulating valve during day operation so as to give full capacity for the compressor. Also, it is seen that there is a lead 180 from the electrical motor 10. This lead 180 connects with the capacitor 181. The capacitor is for starting the motor 10 for actuating the compressor 12 during the night operation. It is seen that there is a lead 182 leading from the winding of the motor 10. This lead 182 connects with the contact 110. The reason for the winding of the motor 10, during day opera tion, to be in open or broken state is that, from experience, we have found that it is necessary to have the windings open or the motor will be burned and destroyed.

It is seen that a lead 184 connects with the battery and a switch 186. Also connecting with the switch 186 is a lead 188 which connects with the contact 106. The contacts 106 and 108, during daytime operation, are in a closed state. The contact 108 connects with the lead 190. The lead 190 is the ignition power supply to the truck engine or connects with the ignition system of the truck engine. As is seen with the contacts 106 and 108 being closed in the daytime it is possible to supply power to the truck engine. However, in nighttime operation, or when the truck engine is not running, the leads 106 and 108 are in an open state. Therefore, when the refrigeration system is being run off an external power supply it is impossible to start the truck engine and therefore impossible to drive off the truck while the refrigeration system is plugged into an external source of electricity.

In the evaporation unit 16 there is a temperature control unit 192 and also a defrost control unit 194. It is seen that the temperature control unit 192 connects by means of tube 196 to the temperature-sensitive bulb or unit 198. It is seen that the ice-control unit 1194 connects by means of tubing 200 with the evaporator coil in the tube-and-fin unit 42. The temperature-control unit 192 regulates the temperature in the high temperature r frigerated area. The ice-control unit 194 controls the defrosting cf the ice from the tube-and-fin-construction unit 42. In the low temperature refrigerated area 50 there is a temperature sensing unit 202. This unit 202 connects by means of tube 204 with a bellows switch 206. The temperature-control unit 192 by means of lead 208 connects with contact 210 of the bellows switch 206. The contact 212 by means of a lead 214 connects with the coil 216 of the relay 146. The coil 216 is grounded at 218. The control unit 192 connects with the ice-control unit 194 by means of lead 220. The ice-contr0l unit 194 connects by means of lead 222 with the contact 224. The contact 224 is one contact in the switch 206. The contact 210 in the switch 206 by means of lead 226 also con nects with the solenoid valve 90 in the tube 80. The valve 90 is grounded at 228. It is seen that the lead 222 of the ice-control 194 connects by means of lead 230 with the fuse 134 or the equivalent of that and with the battery 130. The switch 206, either in day or night operation, functions to control the temperature in the low temperature cold unit 50, and allows the high temperature switch 192 to be in the off or on position. In other words when either switch 206 or 192 calls for refrigeration the relay holding coil 216 is activated. \Vith the activation of the holding coil 216 the electric clutch 222 is activated for daytime operation. As is recalled in daytime operation the fan motor 36 is activated and the bypass valve 74 is activated. More particularly, with the cold unit at too high a temperature the contacts 212 and 224 are closed. Upon the premise that the high temperature unit 16 is at a satisfactory low temperature the switch 192 is open. The solenoid valve 90 is closed thereby allowing only the low temperature unit 50 to function. The power supply is from the battery 130 through the fuse 134, lead 230, lead 222, contacts 224 and 212, lead 214, holding coil 216 and ground 218. With the energization of the holding coil 216 the

contacts

144 and 148 are closed. Contact 148 connects with terminal 152. This terminal connects by means of lead 158 with the

relay contacts

114 and 116. Contact 116 by means of the lead 160 connects with the electric clutch 22 so as to energize the same. Terminal 152 by means of lead 154 connects with the fan motor 36, providing daytime refrigeration for low temperature unit 50.

With the temperatures of the cold unit 50 and the evaporator unit 16 both being too high the operation of the cold unit 50 and the fan 36 are the same. However, the switch 192 is closed and also the switch 194 is closed. The solenoid valve is energized from the battery 130 and through the fuse 134, lead 230, switch 194, switch 192, lead 208 and lead 226 to the ground 228. In this manmanner refrigerant is allowed to flow through the coil and fin system 42.

The

refrigeration units

16 and 50 are secured in an off position when either switch 194 or switch 192 are open and with switch 206 in such a position that contacts 210 and 212 are closed or bridged. Under these conditions there is no power across the solenoid valve 90 or relay coil 216.

For nighttime operation or that operation when the truck is at the dock and is being supplied by an external source of electricity, there is provided a plug 232. This plug is adapted for 220-volt A.C. electricity. It is seen that there is one lead 234 which is grounded at 236. There is another lead 238 which connects with the terminal 240. The terminal 240 is connected with the relay coil 242 of the main relay assembly 92. As is recalled, the relay coil functions to open and close the

contacts

94 and 96; 98 and 100; 102 and 104; 106 and 108; 110 and 112; 114 and 116; and, 118 and 120. The relay 242 connects with terminal 244. The terminal 244 connects with a lead 246 which in turn connects with the primary coil 248 of the transformer 250.

The primary 248 connects with the terminal 240, and by means of lead 252 connects with the contact 254 of relay 146. The contact 254 is teamed with contact 256 in said relay. The contact 256 by means of lead 258 connects with the contact 120. The

contacts

254 and 256 start and stop the electric motor 10. The power supply for contact 254 is from the terminal 240. The terminal 244, by means of lead 260, connects with the plug on the other side of the 220-volt A.C. line. Also, the terminal 244, by means of lead 263, connects with the contact 102. Again, in daytime operation, the contacts 102 and 104 are open, and in nighttime operation, contacts 102 and 104 are closed. The transformer 250 comprises a secondary coil 262 which connects with the lead 264 and the lead 266. The coil 262 is grounded at 268. In the lead 264 there is a silicon rectifier 270 and in the lead 266 there is a silicon rectifier 272. The leads 264 and 266 connect with the lead 274 which in turn connects with the contact 98. As is recalled, in

daytime operation contacts

98 and 100 are open, and in night operation, these contacts are closed. The transformer 250 transforms the 220 volts A.C. to 6 volts A.C. and also the silicon rectifiers rectify the alternating current into direct current.

In day operation, the refrigeration system is driven off the engine of the truck. In this regard, see FIGURE 2. Reference numeral 300 indicates a truck and chassis system. The engine is designated by 302, and has a crankshaft 304. On the crankshaft there is a pulley 306. Mounted on the chassis of the engine are two spaced-apart supporting brackets 308 and these brackets are positioned adjacent to the engine 302. On the upper part of the brackets are positioned bearings 310. In the bearings is journaled shaft 312. On that end of the shaft near the pulleys 306 are the pulleys 314. Belts 316 interconnect the pulleys 306 and 314 so that the pulleys 306 are in driving relationship with the pulleys 314. On the other end of the shaft 312 or the rear end of the engine 302, there are positioned pulleys 318. As illustrated in FIGURE 2, there are two compressors 12 and 12 mounted on the electric motor 10. The electric motor 10 has a shaft 320. On the shaft 320 is the electric clutch 22 and associated pulley setup. Inter-connecting the pulley 24 and the pulley 318 are belts 322. These belts 322 are in driving relationship with one compressor 12. The compressor 12 has a shaft 28 and pulleys 30 mounted on this shaft. As is illustrated in FIG- URE 2, the belts 322 drive the pulleys 30 and thereby the shaft 28 of the compresor 12. On theother end of the shaft 320 in the electric motor, there are mounted pulleys 24 and belts 32 for driving a second compressor 12. From this arrangement it is seen that there are two compressors 12, one is driven directly by the belts 322 and the other through the electric motor 10' and by the belts 322. Again, in day operation, the electric motor 10 does not function as an electric motor but, instead, functions as a shaft or an arbor. In such an arrangement the two compressors function during daytime operation while only one compressor functions during nighttime operation.

The operation of the apparatus during daytime functions off the motor of the truck and will now be described. In day operation, the plug 232 is not plugged into an external source of electricity. It is seen that the

contacts

94 and 96; 106 and 108; 110, 114 and 116 are closed. It is seen that the electric clutch 22 may or may not be activated. In the situation where it is necessary to drive both of the compressors 12, the electric clutch 22 is activated. In the situation where it is not necessary to drive only one of the compressors 12, the electric clutch 22 is not activated. More particularly, tracing lead 160, it is seen that the same makes a closed circuit through

closed contacts

114 and 116, and lead 158 connects with contact 114 and makes contact with terminal 152. Lead 150 interconnects terminal 152 with contact 148. In day operation the

contacts

148 and 144 open and close with respect to each other; but, due to the

open contacts

118 and 120, the

contacts

148 and 144 are in effect dead contacts. Also, the contact 152 through lead 154 connects with motor 36 in the condenser 14. The operation of the motor 44 in the evaporation unit 16 is run off the battery in the ignition system for the motor of the truck. More particularly, it is seen that lead 136 interconnects motor 44 with contact 96.

Contacts

96 and 94 are closed. Lead 122 connects contact 94 with control switch 124. The switch 126 connects with the battery 130 through a fuse 134 and lead 128. In day operation, it is seen that the ignition system of the truck engine is connected with lead 190. The lead 190 connects with the battery 130 by means of contacts 108 and 106, which are closed in day operation, the lead 188, the switch 186 and the lead 184 which connects with the lead 128 and the battery 130. Of importance in this matter is the fact that the ignition system for the truck engine must pass through contacts 106 and 108 in the master relay 92. The activation of the electric clutch 22 is determined by the switching means in evaporation unit 16 and in the low-temperature unit 50.

When the temperature in the very-cold-unit 50 is too high the bellows switch 206 closes the contacts 210 and 212. This activates the relay coil 216 so that the

con tacts

144 and 148 are closed. More particularly, the contact 212 connects by means of lead 214 with the relay coil 216 and the ground 218. Also, the contact 210 by means of the lead 208 connects with the switch 192 of the evaporator unit 16 and by lead 220 with the switch 194, and by lead 230, fuse 134 and lead 128 to the battery 130. With the relay coil 216 activated the

contacts

148 and 144 are closed. The contact 144 connects with lead 142 which in turn connects with the contact 100. The contact 100 connects with lead which in turn connects with contact 96. The lead 136 connects with contact 96 and leads to motor 44 in the evaporator unit 16. As is seen from the above, with the temperature in the cold unit being too high the electric clutch 22 is activated so that both of the compressors 12 compress the refrigerant and drives it through the coils 52. With the temperature of the cold unit being sufficiently low the bellows 206 is contracted and contacts 210 and 212 are bridged. Under these conditions with the temperature in the evaporator unit 16 being too high, the switch 192 is activated by means of the fluid in the coil 198. With the closing of the switch 192 and also the closing of the switch 194 power is supplied from the battery 130, through 128 and 320,

switch

194 and 220,

switch

192 and 208, and the lead 226 to the solenoid valve 90. Also, 210 and 212 being bridged, power is supplied through lead 214 to coil 216 to close relay 146. By closing relay 146 there is activated the electric fan motor 36 and the electric clutch 22 in daytime operation as previously explained; or, electric motor 36 and electric motor for nighttime operation. This gives refrigeration in evaporator 16. As is recalled the motor 44 runs continuously.

As previously stated, in daytime operation, the motor 10 does not function as a motor, but as an arbor or shaft. In order to do this, without burning out the motor, it is necessary to have the field coils for the windings in an open circuit. As is seen, the windings, in the motor 10 connect by means of

leads

164, 180, 166 and 182 with open contacts in the main relay 92. More particularly, lead 164 connects with contact 104 which is open in daytime operation. Lead 182 connects with contact 110'. The

contacts

110 and 112 are open in daytime operation. The lead 166 connects with contact 118 which is open in daytime operation. From experience, it has been found that it is necessary to have these field windings open in order not to burn the windings in the motor 10.

In night operation the plug 232 is connected to a suitable source of electricity such as 220 volts A.C. One lead 238 connects with terminal 240. A lead 326 connects with the relay coil 242 of the relay 92. The relay coil 242 also connects with the terminal 244. With the energization of the coil 242 the

contacts

94 and 96 are opened;

contacts

98 and 100 are closed; contacts 102 and 104 are closed; contacts 106 and 108 are opened;

contacts

110 and 112 are closed;

contacts

114 and 116 are opened; and,

contacts

118 and 120 are closed. The contact 244 by means of lead 260 connects with the other side of the source of electricity. The terminal 240 also connects with the primary coil 248 of the transformer 250. The primary coil 248 by means of the lead 246 connects with terminal 244. The terminal 244 by means of lead 263 connects with contact 102. Contacts 102 and 104 are closed. Contact 104 by means of lead 164 connects with the winding of the motor 10. The lead 180 of the motor 10 connects with the capacitor 181. This capacitor connects with contact 324 in relay 172. The contacts 324 and 174 are closed by power supplied to motor 10 through motor induction relay 170. Contact 174 connects by means of lead 176 with contact 112. The

contacts

112 and 110 are closed. The contact 110 connects with the lead wire 182 which in turn leads to the windings of the motor 10. Also, the windings in the motor by means of lead 166 connect with the contact 118. The contacts 113 and 120 are closed. The contact 120 connects by means of lead wire 253 with contact 256.

Contacts

256 and 254 are closed. As previously explained, the contact 254 connects by means of lead 252 with the terminal 240. The terminal 240, by means of lead 241, connects with the primary 248 of the transformer 250. The lead 166 connects with the contact 118. It is seen that the lead 168 connects with the lead 166 and, also, connects with the relay coil holding 170 and the contact 174. Contact 174, by means of the lead 176, connects with the contact 112.

The electric clutch 22 is deactivated during night operation. More particularly, it is seen that lead 160 connects 8 with the contact 116. The

contacts

116 and 114 are open, and thereby the electric clutch 22 is deactivated.

The secondary coil 262 of the transformer 250 connects with lead 274. It is seen that there are provided

silicon rectifiers

272 and 270 for the coil 262. The lead 274 connects with a contact 08. The contacts 98 and are closed. The contact 100 connects with the lead 142 which connects with the contact 144 of the relay 146.

Contacts

144 and 148 are closed; the contact 148, by means of lead 150, connects with contact 114. The

contacts

114 and 116 are open. As previously explained, the contact 116 by means of lead 160, connects with the control for the electric clutch 22. Also, the contact 152, by means of lead 154, connects with the electric motor 36 in the condenser unit 14.

The

contacts

98 and 100, as previously explained, are closed. The contact 100 by means of lead connects with contact 96. The contact 96, by means of lead 136, connects with the electric motor in the evaporation unit 16.

The control for the cold unit 50 is as follows. It is assumed that the temperature in the cold unit 50 is too high. Therefore, the bellows 206 have expanded, and the contacts 210 and 212 are closed. It is seen that the contact 210 is connected by means of lead 226 with the valve 90. Valve 90 opens to allow refrigerant to flow. The contact 210 also connects by means of lead 208 with the temperature control 192 in the evaporation unit 16. The temperature control 192, by means of lead 220, connects with the de-icing control 194. Control 194, by means of lead 230, connects with the fuse 134, the lead 128, and the battery 130 of the truck.

When the temperature of the unit 50 reaches the desired point, the bellows 206 is contracted, and the contacts 224 and 212 are closed. Therefore, no energy reaches the valve 90, and the valve is closed so as to prevent the flow of refrigerant.

The circuitry for the evaporator unit 16 when the temperature is too high has been explained. Also, the circuitry for the evaporator unit when the temperature is at the desired point has been explained. In addition, the circuits for the cold unit 50 have been explained for a desired low temperature and for too high a temperature.

Finally, as previously stated, in night operation, contacts 106 and 108 are open and, therefore, there is no power supply to the ignition system and spark plugs of the truck engine. More particularly, the lead connects with the ignition system in the engine. With the contacts 106 and 108 broken there is no power to the ignition system as the circuit between the system and the truck battery is open. This is a safety precaution to prelude an operator from starting the truck and driving the truck while the same is plugged into an external source of electricity.

In FIGURE 3 there is illustrated the positioning of the refrigeration apparatus in a truck 330. It is seen that this truck 330 has a cold box or cold space 332. In conjunction with FIGURE 2, it is seen that there is a condenser unit 14, a motor 10, an electric clutch 22, a belt drive 322 for driving the compressor 12 from the engine 302. It is to be noted that there is a shaft 312 connecting with the pulley 318. The pulley 318 drives the belts 322. Also, there is a pulley 314 attached to the front of the shaft 312. In addition, there is a pulley 306 attached to the front end of the crankshaft of the engine 302. Belts 316 connect pulleys 304 and 314.

It is to be noted that the front lower part of the compartment 332, at least at one part, is recessed and there is provided a lower wall or floor 334 and a side wall 336. Also, it is to be noted that the evaporator unit 16 is mounted in the upper part of the chamber 332. Actually, the position of the evaporator unit 16 is of secondary importance. However, due to the tendency of cold air to settle toward the bottom of the container, it is more desirable to have the evaporator unit toward the upper part 9 of the chamber than toward the bottom part of the chamber.

The cold unit can be mounted at a desired position in the compartment 332. The position Will vary with the use to which the truck is to be placed.

In FIGURE 4 there is illustrated an evaporator unit 16 mounted on spaced-apart tracks 340. These spacedapart tracks 340 may run laterally across the chamber 332 or longitudinally across chamber 332. Positioned in the tracks are two lateral members 342. On the tracks,

or between them, is mounted a connecting member 344.

The evaporator unit 16 may be connected to the connecting member 344 by means of a bolt 346. The evaporator unit 16 maybe pulled toward the cross member 344 so as to be rigidly positioned. It is to be realized that the unit 16 may be rotated around the bolt 346 so as to assume various positions in the chamber 332. The unit 16 is connected to the condenser unit by means of flexible tubing.

From the above and also from experience, it is seen that there may be a number of different applications for this refrigeration system. More particularly, the system may be used in only daytime operation; and, therefore, there is no need for an electric motor, which would be used in nighttime operation only, as the compressor unit can be driven by the power take-off unit of the truck engine. There is no need to keep the box loaded at night as the box would be unloaded of its cold or frozen prod uct. An example of this type of usage is in the fish and meat delivery trucks which are normally delivered only in the daytime.

In another operation, there may be used only the high temperature cold unit for maintaining a temperature of about 34 F. For instance, the apparatus may be used for both day and night operation. An example of such an operation is the delivering of milk, or other products which are kept near 34 F., both day and night. In this instance, it is not necessary to unload the truck at night and then reload the truck in the daytime.

In a third illustration there may be a straight low-temperature usage, both day and night. The low temperature usage, as is recalled, is in the range of F. to 10 F. The low temperature usage is for frozen products, such as ice cream and other frozen goods. Again, it is not necessary to unload the frozen product at night and reload the product in the day time.

A fourth operation as that is illustrated in the above discussion where there is both a high temperature unit for maintaining a temperature of about 34 F. and a lowtemperature unit for maintaining a temperature from 0 F. to 10 F., both day and night operation. In this instance, the product delivered may be a product such as milk maintained at about 34 F. and a frozen product such as ice cream which is maintained at a temperature from 0 F. to 10 F.

Although the circuitry has been defined as off the battery of the automotive vehicle or off the 220 volt A.C. single-phase source, it is to be realized that a three-phase A.C. source of electricity can be used. The refrigerant used in the above-described refrigeration apparatus may be one of many such as sulfur dioxide, CCl F and CHClF It is to be understood that other refrigerants may be used. The power plant for driving the refrigeration unit in the daytime may be a reciprocating engine such as a gasoline engine or a diesel engine, or a gasturbine engine which is being used to an ever-increasing degree. Such engines are referred to as mechanical en- .gines.

Having presented my invention, what I claim is:

1. A cooling apparatus for operation on a mobile carrier and for operation off of both a mechanical engine and an electric motor, said apparatus comprising:

(a) a compressor;

(b) a condenser for a refrigerant;

(c) a refrigerant;

(d) means connecting the compressor and the condenser for the flow of refrigerant;

(e) a mechanical engine having a drive means;

(f) an electric motor having an output shaft;

(g) means connecting the mechanical engine and the electric motor;

(h) means connecting the electric motor and the compressor;

(i) a first evaporator for allowing the refrigerant to expand to realize a first cool temperature;

(j) means connecting the condenser and the first evaporator for the flow of refrigerant;

(k) a second evaporator for allowing the refrigerant to expand to realize a second cool temperature;

(1) means connecting the condenser and the second evaporator for the fiow of refrigerant;

(m) means connecting the first evaporator with the compressor for the flow of refrigerant;

(n) means connecting the second evaporator with the compressor for the flow of refrigerant;

(0) means releasably connecting the mechanical engine and the electric motor;

(p) said second evaporator being at a lower temperature than the first evaporator;

(q) a first valve in the means connecting the first evaporator with the compressor;

(r) a first temperature sensitive means in the first evaporator for controlling the first valve for regulating the flow of refrigerant;

(s) means connecting .the first valve and the first temperature sensitive means;

(t) a second valve in the means connecting the second evaporator with the compressor for the flow of refrigerant; and,

(u) said second valve preventing the flow of refrigerant from the compressor to the second evaporator.

2. A cooling apparatus for operation on a mobile carrier and for operation ofi of both a mechanical engine and an electric motor, said apparatus comprising:

(a) a compressor;

(b) a condenser for a refrigerant;

(c) means connecting the compressor and the condenser;

(d) a mechanical engine having a drive means;

(e) an electric motor having an output shaft;

(f) vmeans connecting the mechanical engine and the electric motor;

(g) means connecting the electric motor and the compressor;

(h) a refrigerant;

(j) means connecting the condenser and the first evaporator;

(1) means connecting the condenser and the second evaporator;

(m) means connecting the first evaporator with the compressor;

(n) means connecting the second evaporator with the compressor;

(0) means releasably connecting the mechanical engine and the electric motor;

(p) said mechanical engine having an electrical system;

(q) with said mechanical engine running the compressor said electrical system being closed;

(r) with said electric motor running the compressor said electrical system being open;

(s) said second evaporator being at a lower temperature than the first evaporator;

(t) a first electrically controlled valve in the means connecting the first evaporator with the compressor;

(u) a first temperature sensitive means in the first evaporator for controlling the first valve for regulating the flow of refrigerant;

(v) wiring means connecting the first valve and the first temperature sensitive means;

(w) a second temperature sensitive means in the second evaporator;

(X) a first electrical switching means;

(y) said first electrical switching means connecting with means for starting and stopping the electric motor;

(z) said first electrical switching means connecting with means releasably connecting the mechanical engine and the electric motor;

(aa) said second temperature sensitive means connecting with and controlling the first electrical switching means; and,

(bb) said first temperature sensitive means connecting with and controlling the first electrical switching means.

3. A cooling apparatus for operation on a mobile carrier and for operation off of both a mechanical engine and an electric motor, said apparatus comprising:

(a) a compressor;

(b) a condenser for a refrigerant;

(c) a refrigerant;

((1) means connecting the compressor and the con denser for the flow of refrigerant;

(e) a mechanical engine having a drive means;

(f) an electric motor having an output shaft;

(g) means connecting the mechanical engine and the electric motor;

(h) means connecting the electric motor and the com pressor;

(1) means connecting the condenser and the second evaporator for the flow of refrigerant;

(in) means connecting the first evaporator with the compressor for the flow of refrigerant;

(11) means connecting the second evaporator with the compressor for the flow of refrigerant;

() means releasably connecting the mechanical engine and the electric motor;

(r) a first temperature sensitive means in the first evaporator for controlling the first valve for regulating the fiow of refrigerant;

(s) means connecting the first valve and the first temperature sensitive means;

(t) a second valve in the means connecting the second evaporator with the compressor for the flow of refrigerant;

(u) said second valve preventing the flow of refrigerant from the compressor to the second evaporator;

(v) said mechanical engine having an electrical system;

(w) with said mechanical engine running the compressor said electrical system being closed;

(x) with said electric motor running the compressor said electrical system being open;

(y) said first valve being an electrically controlled valve;

(2) a first electrical switching means;

(aa) said first electrical switching means connecting with means for starting and stopping the electric motor;

(bb) said means releasably connecting the mechanical engine and the electric motor being an electric clutch;

(cc) said first electrical switching means connecting with the electric clutch;

(dd) a second temperature sensitive means in the second evaporator;

(ee) said second temperature sensitive means connecting with and controlling the first electrical switching means; and,

(if) said first temperature sensitive means connecting with and controlling the first electrical switching means.

4. A cooling apparatus for operation on a mobile carrier and for operation off of both a mechanical engine and an electric motor, said apparatus comprising:

(a) a compressor;

(b) a condenser for a refrigerant;

(c) a refrigerant;

((1) means connecting the compressor and the condenser for the flow of refrigerant;

(e) a mechanical engine having a drive means;

(f) an electric motor having an output shaft;

(g) means connecting the mechanical engine and the electric motor;

(h) means connecting the electric motor and the compressor;

(i) an evaporator for allowing the refrigerant to expand to realize a cool temperature;

(j) means connecting the condenser and the evaporator for the flow of refrigerant;

(k) means connecting the evaporator with the compressor for the flow of refrigerant;

(1) means releasably connecting the mechanical engine and the electric motor;

(on) a first valve in the means connecting the evaporator with the compressor;

(n) a first temperature sensitive means in the evaporator for controlling the valve for regulating the flow of refrigerant;

(0) means connecting the first valve and the first temperature sensitive means;

(p) said mechanical engine having an electrical system;

(s) said valve being an electrically controlled valve;

(t) a first electrical switching means;

(u) said first electrical switching means connecting with means for starting and stopping the electric motor; and

(v) said first temperature sensitive means connecting with and controlling the first electrical switching means.

5. A cooling apparatus for operation on a mobile carrier and for operation off of both a mechanical engine and an electric motor, said apparatus comprising:

(a) a compressor;

(b) a condenser for a refrigerant;

(c) a refrigerant;

(e) a mechanical engine having a drive means;

(f) an electric motor having an output shaft;

(g) means connecting the mechanical engine and the electric motor;

(h) means connecting the electric motor and the compressor;

(1) means releasably connecting the mechanical engine and the electric motor;

(m) a valve in the means connecting the evaporator with the compressor for the flow of refrigerant;

(11) said valve preventing the flow of refrigerant from the compressor to the evaporator;

(o) a first electrical switching means;

(p) said mechanical engine having an electrical system;

(s) said first electrical switching means connecting with means for starting and stopping the electric motor;

(t) a first temperature sensitive means in the evaporator; and,

(u) said first temperature sensitive means connecting with and controlling the first electrical switching means.

References Cited by the Examiner UNITED STATES PATENTS Hulse 62236 Henney 62236 Anderson 62236 Schlumbohm 62236 Henney 62243 Hawkes 62236 Sellstrom 62236 Richards 62504 McGutfey 62236 15 WILLIAM J. WYE, Primary Examiner.

ROBERT A. OLEARY, Examiner.

Claims

1. A COOLING APPARATUS FOR OPERATION ON A MOBILE CARRIER AND FOR OPERATION OFF OF BOTH A MECHANICAL ENGINE AND AN ELECTRIC MOTOR, SAID APPARATUS COMPRISING: (A) A COMPRESSOR; (B) A CONDENSER FOR A REFRIGERANT; (C) A REFRIGERANT; (D) MEANS CONNECTING THE COMPRESSOR AND THE CONDENSER FOR THE FLOW OF REFRIGERANT; (E) A MECHANICAL ENGINE HAVING A DRIVE MEANS; (F) EN ELECTRIC MOTOR HAVING AN OUTPUT SHAFT; (G) MEANS CONNECTING THE MECHANICAL ENGINE AND THE ELECTRIC MOTOR; (H) MEANS CONNECTING THE ELECTRIC MOTOR AND THE COMPRESSOR; (I) A FIRST EVAPORATOR FOR ALLOWING THE REFRIGERANT TO EXPAND TO REALIZE A FIRST COOL TEMPERATURE; (J) MEANS CONNECTING THE CONDENSER AND THE FIRST EVAPORATOR FOR THE FLOW OF REFRIGERANT; (K) A SECOND EVAPORATOR FOR ALLOWING THE REFRIGERANT TO EXPAND TO REALIZE A SECOND COOL TEMPERATURE; (L) MEANS CONNECTING THE CONDENSER AND THE SECOND EVAPORATOR FOR THE FLOW OF REFRIGERANT; (M) MEANS CONNECTING THE FIRST EVAPORATOR WITH THE COMPRESSOR FOR THE FLOW OF REFRIGERANT; (N) MEANS CONNECTING THE SECOND EVAPORATOR WITH THE COMPRESSOR FOR THE FLOW OF REGRIGERANT; (O) MEANS RELEASABLY CONNECTING THE MECHANICAL ENGINE AND THE ELECTRIC MOTOR; (P) SAID SECOND EVAPORATOR BEING AT A LOWER TEMPERATURE THAN THE FIRST EVAPORATOR; (Q) A FIRST VALVE IN THE MEANS CONNECTING THE FIRST TEMPERARATOR WITH THE COMPRESSOR; (R) A FIRST TEMPERATURE SENSITIVE MEANS IN THE FIRST EVAPORATOR FOR CONTROLLING THE FIRST VALVE FOR REGULATING THE FLOW OF REFRIGERANT; (S) MEANS CONNECTING THE FIRST VALVE AND THE FIRST TEMPERATURE SENSITIVE MEANS; (T) A SECOND VALVE IN THE MEANS CONNECTING THE SECOND EVAPORATOR WITH THE COMPRESSOR FOR THE FLOW OF REFRIGERANT; AND, (U) SAID SECOND VALVE PREVENTING THE FLOW OF REFRIGERANT FROM THE COMPRESSOR TO THE SECOND EVAPORATOR.