US3824803A

US3824803A - Apparatus for refrigeration systems

Info

Publication number: US3824803A
Application number: US00268822A
Authority: US
Inventors: T Wright; B Kleinke
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-07-03
Filing date: 1972-07-03
Publication date: 1974-07-23
Anticipated expiration: 1991-07-23

Abstract

The refrigeration systems include a heating and pumping apparatus connected in a closed-loop configuration with a condenser, an expansion valve or capillary tube, and an evaporator. The heating and pumping apparatus includes a heating chamber in which a portion of the refrigerant in the closed-loop system is heated and pressurized, a valve for permitting the heated refrigerant to be conveyed from the heating chamber through the condensor and then through the other components in the closed loop, a receiving chamber for confining the refrigerant flowing from the evaporator, and transfer devices which cause refrigerant to be conveyed from the receiving chamber to the heating chamber to complete the cycle of operation.

Description

United States Patent 1191 Wright et al.

1451 July 23, 1974 APPARATUS FOR REFRIGERATION SYSTEMS Primary ExaminerMeyer Perlin Assistant ExaminerPaul Devinsky [76] Inventors: Thomas C. Wr1ght, 8476 W1 l03rd Tern g I. 60620; Bernard Attorney, Agent, or Firm Bernard L. Klemke L. Kleinke, 934 Willson Dr., Des [57] ABSTRACT Plaines, lll. 60016 The refrigeratlon systems include a heating and pump- [22] Filed: July 3, 19 2 ing apparatus connected in a closed-loop configura- 21 A l. N 268 822 tion with a condenser, an expansion valve or capillary 1 pp 0 tube, and an evaporator' The heatmg and pumpmg apparatus includes aheating chamber in which a portion Cl 62/498 of the refrigerant in the closedJoop system is heated [51] Int. Cl. FZSb 1/00 and pressurized, a valve for permitting the heated rel l Field of Search 62/115, 1 frigerant to be conveyed from the heating chamber 226 through the condenser and then through the other components in the closed loop, a receiving chamber References Ciied for confining the refrigerant flowing from the evapora- UNITED STATES PATENTS tor, and transfer devices which cause refrigerant to be 2,667 040 1/1954 Keating, Jr 62/238 conveyed from the receiving chamber to the heating 3,008,303 11/1961 Ruse et al.... 62/238 chamber to Complete the Cycle of Operation 3,367,13l 2/1968 Foessl 62/238 3,470,707 8/1969 Lofgreen 61 al. 62/238 11 Clam, 6 Drawmg EXPANSION VALVE '4 /22 EVAPORATOR 26 -Receivme CHAMBER 27 glf c011.

V (-86 FROM AIR FlLTER T 95 OR EBE PLY 11 C SEDIMENT 37 BOWL i g"? I 118 Q I p113 n4 1 93 IG fi CH. l -il. REC. CH.H|. N- 84 103 CH. LO. I i cl n' T\\\99 12x i l CONTROL M 1 el 4e 50 A 5 -52 '-'E lGN ON-OFF SWITCH CONDENSER IGN. CHAMBER VALVE EXPANSION sum --1 ur a BOWL IOO

SEDIMENT 7 "AIR FILTER EVAPORATOR CHAMBER [IL RECEIVING PATENTEnJuL23|974 FROM FUEL SUPPLY O- ON-OFF 1 APPARATUS FOR REFRIGERATION SYSTEMS The present invention relates to refrigeration systems, and it more particularly relates-to refrigeration systems, which may be used for vehicle airconditioning or other applications, and which when used for vehicular air conditioning purposes, is not driven by the engine of the vehicle.

Refrigeration systems, such as vehicle and stationary air conditioning have included four basic elements of a vapor-compression refrigeration cycle. A mechanically-driven compressor pressurizes a refrigerant in a low-pressure vapor state, and the resulting highpressure vapor is conveyed to an air-cooledcondenser to convert the high-pressure vapor to a pressurized liquid. A capillary tube or expansion valve changes the high-pressure liquid into a cold low-pressure liquid, which in turn is conveyed to an evaporator to cool air from the atmosphere drawn past the evaporator coil and into the space'to be cooled, thereby evaporating the cold liquid refrigerant. The resulting low-pressure vapor is then drawn into the compressor to complete the cycle. However, such systems have not been entirely satisfactory for some applications. In this regard, considering firstly stationary air conditioning systems for building, refrigerators and freezers, such systems employ a motor-driven compressor, which is relatively expensive to operate due in part to the high cost of electrical power required to operate the compressonln the case of vehicle air conditioning systems, a compressor is provided and is driven by the engine, but such an arrangement is not entirely satisfactory in view of an excessive and unwanted drain of power from the engine. As a result, conventional vehicle air conditioning systems are usually installed only on vehicles having large horsepower engines, and are relatively inefficient in operation due in part to the belt drive for the compressor. Other disadvantages associated with conventional vehicle systems relate to the cost of installation and to the provisionof costly over-heating prevention devices, which include oversize water pumps, a clutchdriven engine fan, and shrouds around the radiators for adequate cooling. Moreover, the engine-driven compressor has been the principal cause of air conditioning system failures, and maintenance of the compressor is costly and time consuming in that skilled mechanics are required to service the compressor.

Therefore, the principal object of the present invention is to provide new and improved refrigeration systems, which are relatively inexpensive to operate and are readily maintained.

Another object of the present invention is to provide new and improved refrigeration systems, which may be employed for vehicular air conditioning purposes without the need for inefficient engine-driven compressors and over-heating prevention devices.

Briefly,-the above and further objects are realized in accordance with the present invention by providing a heating and pumping apparatus in a closed-loop refrig-- her for confining the refrigerant flowing from the evaporator, and transfer devices which cause refrigerant to be conveyed from the receiving chamber to the heating chamber to complete the cycle of operation. According to one of the disclosed embodiments, the transfer devices include a pump for driving the refrigerant from the receiving chamber to the heating chamber, and a valve for closing the line between the receiving and heating chambers during pressurization of the refrigerant within the heating chamber. According to another disclosed embodiment of the invention, the transfer devices include a series of valves, which alternately reverse the connections to the chambers so that the chambers alternatingly serve as generators and receivers, whereby when one chamber is heating a portion of the refrigerant, the other chamber is cooling its interior to depressurize it.

The above, and still further highly important objects and advantages of the invention will become apparent from the following detailed specification, appended claims, and attached drawings, wherein:

FIG. 1 is a schematic diagram of an apparatus for a refrigeration system, which is constructed in accordance with the present invention;

FIG. 2 is a vertical crosssectional elevational view of the heating apparatus of the system of FIG. 1;

FIG. 3 is a fragmentary view of the heating apparatus of FIG. 2 taken substantially along the line 3-3 thereof;

FIG. 4 is a schematic diagram of another apparatus for a refrigeration system, which is also constructed in accordance with the present invention;

FIG. 5 is a vertical cross-sectional elevational view of the heating apparatus of the system of FIG. 4; and

FIG. 6 is a cross-sectional view of the heating apparatus of FIG. 5 taken substantially along the line 6-6 thereof.

Referring now to the drawings, and more particularly to FIG. 1 thereof, there is shown a refrigeration system 10, which is constructed in accordance with the present invention. The refrigeration system 10 is used as a vehicle air conditioning system, but it should be understood that the system 10 may also be employed for other purposes, such as a building air conditioning system, a refrigerator, and other applications. The system 10 includes a heating and pumping apparatus generally indicated at 12 for applying heat to a portion of a refrigerant, such as ammonia, to heat it and thus to pressurize it, in a closed-loop refrigeration system. The closedloop system includes a condensor 14 which may be a conventional air-cooled condenser coil, and which is connected in fluid communication with the apparatus 12 via a conduit 16 for condensing the high-pressure vapor and thus converting it to a high-pressure liquid. A conduit 18 conveys the high-pressure liquid to an expansion valve 20, which may be a conventional capillary tube or expansion valve, for permitting the pressur izedliquid to expand rapidly and thus to form a cold low-pressure liquid. A conventional evaporator 22 is connected in fluid communication with the expansion valve 20 via a conduit to evaporate the low-pressure liquid for cooling a stream of air from the atmosphere entering the passenger compartment of a vehicle (not shown) and thus to convert the low'pressure liquid to a warm vapor which is returned to the apparatus 12 via a conduit 26 to complete the refrigeration cycle.

The heating and pumping apparatus 12'includes a receiving chamber 27 having its inlet connected through the conduit 26 to the evaporator-22 for confining the low-pressure vapor collected therefrom, and having its outletconnected through a solenoid-operated valve 28 to a cycle pump 29, which, when operated, pumps the low-pressure vapor from the receiving chamber and into an ignition chamber 30 via a conduit 31. A solenoid-operated valve 33 connects the chamber 30 in fluid communication with the condenser 14 via the conduit 16. The: receiving chamber 27 is a closed chamber having an inlet and an outlet; for providing a storage container for the low-pressure vapor received from the outlet of the evaporator, the valve 28 at the outlet of the chamber 27 being closed when the chamber is receiving the vapor from .the evaporator and being open when the pump 29 pumps the vapor into the ignition chamber30. The ignition chamber 30 is a heating chamber, which applies heat to the refrigerant confined therein, and which receives the vapor from the receiving chamber after the heated and pressurized refrigerant is permitted to flow from the chamber 30 and through the other components of the closed-loop and into the receiving chamber. When heat is applied to the refrigerant in thechamber 30, the

valves

28 and 33 are closed to cause the refrigerant within the chamber 30' to be pressurized, and when the vapor is being pumped from the receiving chamber 27 and into the ignition chamber 30, the valve 33 is closed and the valve 28 is open, whereby the vapor is transferred from thereceiving chamber 27 and the'inlet side-of thechamber27 is depressurized to continue drawing refrigerant from the evaporator.

A fuel pump 35 transfers fuel from a source of fuel (not shown) which in the case of a vehicle air conditioning system is the gasoline tank, through an air filter or sediment bowl 37 through a conduit 39 to the ignition chamber 30 where the fuel is ignited by a high voltage electricalarc which is driven by an auxiliary ignition coil 42, it being understood that an electronic circuit which converts the battery voltage to a high voltage for igniting the'fuel may be used in place of the ignition coil 42. A control unit 44 controls the sequence of operation of the

valves

28 and 33 and of the pumps 29 and 35.during the refrigeration cycle. of the closedloop system. A positive'terminal of a battery 46 of the vehicle is connected via a series circuit, which includes an ignition switch 48 of the vehicle, a fuse 50 and an ON-OFF switch 52, to the control unit 44 to energize 50 it when cooling isdesired. It should be noted that the switch 52 may alternatively be a thermostaticallycontrolled switch for maintaining automatically the temperature at a predetermined level-within the vehicle. Moreover, it should be understood that when the system isus ed for cooling a building or for other stationary applications, the fuel may be natural gas and the pump 35 and the air filter 37 would be replaced by a suitable solenoid valve. Also, the vehicle system 10 may alternatively utilize heat for the chamber 30 from other available sources of heat in the vehicle, such as the hot exhaust gases from the engine.

Considering now the ignition chamber 30 in greater detail with reference to FIGS. 2 and 3 of the drawings, the chamber 30 generally includes a tubular housing 54 which defines a heating compartment 56 therein and which has a Wall 58 closing one end thereof and has its opposite end open'at 61. The housing 54 is preferably composed of metal, such as steel or copper, which is capable of withstanding high temperatures. A metal coil 63 has one end connected in fluid communication with an inlet 65 which is connected to the conduit 31 for the discharge side of the pump 29, and its opposite end is connected in fluid communication with an outlet 67 which is connect'ed in turn in fluid communication with the conduit 32 connected through the valve 33 to the inlet to the condensor 14. The coil 63 has a plurality of loops arranged side by side and is positioned transversely to the longitudinal axis of the housing 54 axially aligned therewith. A nozzle 69 is connected to a pipe.7l which extends through a central aperture 73 I in the end wall 58 and which is connected in turn in fluid communication with theconduit 39 connected to the'discharge side of the fuel pump 35. An-outlet orifice 75 of the nozzle 69 conveys a spray of fuelunder pressure toward the coil 63 in a generally conicallyshaped spray pattern axially aligned relative to the tubular housing 54. An ignitor 77, which may be a conventional spark plug to facilitate maintenanceof the system 10, electrically connected to the ignition coil 42, is positioned within the chamber 56 and is mounted on the side wall of the housing 54 extending radially therefrom in a position intermediate the orifice of the nozzle 69 and the loops of the coil 63 to ignite the spray of fuel from the nozzle69, whereby the flame is carried away from the spark plug 77 and againstthe coil 63. As

best seen in FIG. 3, the gap of the spark plug 77 is posi- I tioned in alignment with the axis of the housing54 and is positioned as close as conveniently possible to the orifice 75eWhen the spray is emitted from the orifice 75, the spark generated by the spark plug 77 ignites the fuel and the ignited fuel is carried to the loops of the coil 63 to heat them, whereby the low-pressure vapor contained therein, when the

valves

28 and 33 are closed, is heated and is thus pressurized. The coil 63 is composed of a heat conducting material, such as copper, toconvey the heat from the ignited fuel to the vapor within the coil 63. A plurality of holes 79 in the end wall 58 permit air to enter the chamber 56 to facilitate the ignition of the fuel. When the system 10 is employed on a vehicle, the air is drawn into the chamber 56 by a suitable fan, such as the radiator fan to facilitate ignition of the fuel andto cool the refrigerant in the coil 63 during a portion of the cycle of operation of the system 10 as hereinafter described in greater detail. An insulating sleeve 82 surrounds the housing 54 and is composed of suitable insulating material, such as asbestos, to insulate the compartment 56 from thesur rounding atmosphere. The exhaust gases from the ig-- nited fuel cool in a space between the coil 63 and the open'end 61 as they flow from the coil 63 and out the open end6l. In this regard, when used on a vehicle, the open end 61 may be connected to the exhaust system of the vehicle, and when used for cooling other spaces, the open end 61 may be suitably vented to the atmosphere.

Considering now the control unit 44 in greater detail,

switching circuits or motor-driven timing cams, may be used in place of the relay circuitry for the control unit 44. An ignition chamber high-pressure switch 99 closes in response to a predetermined high pressure in the ignition chamber 30 and is electrically connected in series between the relay 84 and a lead 100, which is connected to the battery 46 via the ON-OFF switch 52, the fuse 50 and the ignition switch 48, whereby when the system is turned on and the pressure within the chamber 30 increases to the predetermined high value, the switch 99 closes to energize the relay 84. A normally-open switch 101 of the relay 84, when closed, establishes a holding path, which includes a normally-closed switch 103 of the relay 88, between the lead 100 and the relay 84 so that when the valve 33 opens, the pressure within the ignition chamber 30 decreases and thus the switch 99 opens but the relay 84 is held operated. A normally-open switch 105 of the relay 84, when closed, connects the lead 100 to the lead 86 for turning on the valve 33.

A receiving chamber high pressure switch 107 closes when the pressure in the receiving chamber 27 exceeds a predetermined high value to connectthe relay 88 to lead 100, whereby the relay 88 operates and opensits switch 103 to release the relay 84. A normally-open switch 109 of the relay 88, when closed, connects a holding path, which includes a normally-closed switch 111 of the relay 93, between the lead 100and the relay 88 to hold it operated after the pressure switch 107 opens when vapor is pumped from the receiving chamber 30 and after the relay 93 restores. When closed, a normally-opened switch 113 of the relay 88 connects the lead 100 via a normally-closed switch 114 of the relay 93 to the lead 91 for the valve 28 and the cycle pump 29 to energize them when the relay operates and when the relay 93 subsequently restores as hereinafter described in greater detail.

An ignition chamber low-pressureswitch 115 is sensitive to the pressure in the ignition chamber 30 reaching a predetermined low pressure which is lower than the aforesaid predetermined high pressure of the ignition chamber. When the ignition chamber low-pressure switch 115 closes, it connects the relay 93 to the lead 100. The relay 93 is a slow-to-operate relay and thus it operates after a time delay interval which is sufficiently long to permit refrigerant to be transferred from the receiving chamber 27 to the chamber 30, since the pressure within the chamber 30 falls below the predetermined low pressure only for a short interval of time. When the relay 93 operates, the switch 111 opens to release the relay 88. A normally-open switch 117 of the relay 93, when closed, connects the lead 95 via a normally-closed switch 118 of the relay 88 to the lead 100 to energize the ignition coil 42 and the pump 35. A temperature-sensitive bi-metallic switch 119 opens when the temperature in the ignition chamber 30 exceedsa predetermined temperature which is below the operating temperatures of the chamber 30, whereby the switch 119 connects the lead 100 to the relay 97 to energize it when the temperature in the ignition chamber is below the predetermined temperature at the initiation of a cycle of operation of the system 10. A normally-open switch 120 of the relay 97, when closed, connects the relay 93 to the lead 100 to operate the relay 93, even though the ignition chamber lowpressure switch 115 is open since at the initiation of a cycle of operation the pressure in the ignition chamber 30 is below the predetermined low pressure for closing the switch 115. A capacitor 122 connected across the relay 97 charges instantaneously upon the operation of the relay 97 and maintains the relay 97 operated for a predetermined time delay interval after the switch 119 opens when the temperature in the chamber 30 increases above the predetermined temperature. The time delay is sufficient to permit the pressure in the chamber 30 to increase above the predermined low pressure to close the ignition chamber low-pressure switch 115. As a result, the relay 97 maintains the relay 93 operated initially until the switch 115 closes. It should be noted that, if desired, a slow-to-release relay or other switching technique may be employed in place of the relay 97 and the capacitor 122.

OPERATION Before a cycle of operation is initiated, the

valves

28 and 33 are closedand the pressure in the

chambers

27 and 30 is below the pressures for closing the pressure switches. In order to initiate a cycle of operation of the system 10, the ignition switch 48 and the ON-OFF switch 52 are closed. The thermal switch 119 is closed due to the low temperature in the ignition chamber 30, whereby the switch 119 connects the lead to the relay 97 to operate it and thus to close its switch 120 so that the relay 93 operates after its time delay interval. The switch 117 of the relay 93 closes to energize the fuel pump 35 and the ignition coil 42. Thus, fuel is pumped to the nozzle 69 and is sprayed from its orifice 75 toward the coil 63 confining a portion of the refrigerant therein. The ignitor 77 ignites the spray and the resulting flame is carried to the coil 63 for heating it and thus the refrigerant therein. As a result, the pressure and temperature of the refrigerant in the coil 63 of the chamber 30 increase until the switch 119 opens, but the relay 97 is held operated by the charge on the capacitor 122. The pressure of the refrigerant in the chamber 30 continues to increase until the pressure reaches the predetermined low pressure to close the switch 115, whereby the relay 93 remains operated so that when the capacitor 122 finally discharges to a point where the relay 97 restores, the relay 93 remains operated. When the pressure in the chamber 30 increases to the predetermined high value of pressure, the switch 99 closes to operate the relay 84, which in turn is held operated by the switch 101. The switch of the relay 84 causes the valve 33 to open so that the pressurized refrigerant commences to flow into the condensor 14 via the pipe 16. The flow continues from the condensor through the expansion valve 20 and the evaporator 22 and thence into the receiving chamber 27, whereby the evaporation caused by the evaporator produces the desired cooling for the passenger compartment of the vehicle. It should be noted that the relay 93 remains operated as the refrigerant flows from the ignition chamber to maintain the supply of heat thereto.

When the pressure within the receiving chamber 27 increases to its predetermined high value of pressure, theswitch 107 closes to operate the relay 88, whereby the switch 103 opens to release the holding path for the relay 84 to cause it to restore so that the switch 105 opens to cause the valve 33 to close. Also, the relay 88 closes its switch 109 so that when the pressure in the ignition chamber 30 falls below the predetermined low pressure to cause the switch to open, and thus to restore the relay 93, the relay 88 latches via the switch pump 29 remain unoperated until the relay 93 subsequently restores. The switch 118 opens to de-energize the pump 35 and the ignition coil 42, whereby heating of thecoil 63 ceases and the refrigerant thereinbegins to. cool. As a result, the pressure of the refrigerant in .the coil 63 decreases below the predetermined low pressure, whereby the switch 115 opens and the relay 93 restores. Thus, the switches 111 and 114 close to latch the relay 88 and to cause the valve 28 and the pump 29 to be energized, respectively. Thus, the pump 29 transfers the refrigerant from the receiving chamber 27 through the valve 28 and into the ignition chamber 30 via the conduit 31. It should be noted that while the coil 63 is cooling, the evaporator coil and the refrigerant contained therein are warming slowly, but the coil 63 is forced to cool at a faster rate than the warming rate of the evaporator. In this regard, the system 10 is a pulsating system, and the pulse rate is substantially faster than the cycle rate of cooling and warming of the evaporator so that the cooling produced by the evaporator is substantially constant with little variation. Also, in order to change the pressure in the chambers as quickly as possible, it is desirable to select a referigerant having the characteristic of exhibiting large pressure changesin response'to small changes in temperature.

When the pressure in the chamber 30 increases to its predetermined low pressure, the switch 115 closes. After the time delay interval of the slow-to-operate relay 93, and thus after a sufficient amount of refrigerant is pumped into the chamber 30, the relay 93 operates and causes the relay 88 to restore, whereby the valve 28 and the pump 29 are turned off. Also, the ignition coil 42 and the fuel pump 25 are energized, whereby the refrigeration cycle repeats itself automatically. When the ON-OFF switch 52 is subsequently opened to deactivate the system 10, all of the relays of the control unit 44. are de-energized to cause the

valves

28 and 33 to be closed and the pumps.29 and 35 and the ignition coil 42 to be de-energized.

Referring now to FIGS. 4, and 6 of the drawings, there is shown a refrigeration system 125, which is constructed in accordance with the principles of the present invention. The system 125 is adapted to be used as a vehicle air conditioning system, but it is to be under stood that it may also be used for stationary refrigeration purposes, such as building air conditioning systems and refrigeration. The system 125 is similar to the system 10, however the system 125 instead of employing a cycle pump and a receiving chamber, includes a pair of identical ignition chambers connected in parallel and a plurality of control valves to enable the chambers to serve alternatingly as generators and receivers in a push-pull alternating operation as hereinafter described in greater detail. A novel pumping and heating apparatus generally indicated at 127 is connected in a closed loop configuration in a manner similar to the system of FIG. 1, and permits heated and pressurized refrigerant, such as ammonia, to flow via a conduit 129 into a condenser 130, which may be a conventional air-cooled condenser. A conduit 132 connects the condenser 130 in fluid communication with a conventional expansion valve or capillary tube 134 to convey the condensed refrigerant thereto, and a conduit 136 is connected in fluid communication between the expansion valve 134 and an evaporator 138, which may be a conventional evaporator for utilizing the low-pressure cold refrigerant from the expansion valve for cooling purposes. A conduit 141 conveys the refrigerant from the evaporator 138 and returns it to the heating and pumping apparatus 127 for recycling purposes.

The heating and pumping apparatus 127 includes an ignition chamber A designated 143 and an ignition chamber B designated 145, which are connected in parallel between the conduits 129 and 141. A conduit 146 is connected in fluid communication with an outlet of the ignition chamber A to convey the heated refrigerant through a solenoid valve 147 to a conduit 148, which is connected in turn through a tee-section 150 to the-conduit 129 for-the condenser 130. A conduit 151 connected to an inlet of the chamber 143 is connected through a solenoid valve 152 to a conduit 154 and thence through a tee-section 156 to the conduit 141 extending to the evaporator 138. Similarly, one end of a conduit 158 is connected to'an outlet of the chamber B and the other end of the conduit is connected through a solenoid valve 161 to a conduit 163, which in turn is connected to the tee-section 150. A conduit 165 is connected between the inlet of the chamber 145 and a solenoid valve 167, which in turn is connected through a conduit 169 to the tee-section 156. A pair of

fuel pumps

172 and 174 transfer fuel from a fuel supply, which in the case of a vehicle air conditioning system is the gasoline tank in the same manner as the system 10 of FIG. 1, through an air filter or sediment bowl 175 to the

respective ignition chambers

143 and 145 via the

respective conduits

176 and 177. A pair of

ignition coils

178 and 179 supply the necessary high voltage current via the respective leads 180 and 181 for the.

respective ignition chambers

143 and 145 to ignite the fuel supply thereto in the same manner as the ignition coil of the system 10. A control unit 182 serves the purpose of controlling the sequence of operation of the refrigeration cycle of the system 125. An ON-OFFswitch 184, when closed, supplies electrical power to the control unit 182, to initiate a cycle of operation, it being understood that a thermostatically-controlled switch may be substituted for the switch 184 so that a preset temperature range may be maintained in the passenger compartment of the vehicle. An ignition switch 185 of the vehicle is connected between a positive terminal of a battery 186 for the vehicle and the ON-OFF switch 184 via a fuse 188, the negative terminal of the battery 186 being grounded.

In operation, the control unit 182 directs the operation of the closed-loop refrigeration components, and upon the initiation of a cycle of operation, the valves are closed and heat is applied to the refrigerant contained in chamber A to pressurize the refrigerant accordingly. When the pressure increases sufficiently, the valves 147 and 167 are opened to permit a flow or refrigerant from chamber A through the condensor 130, the expansion valve 134 and the evaporator 138 and into chamber B. When the pressure in chamber B increases sufficiently, the valves 147 and 167 close and the flow of heat to chamber A ceases. Thereafter, chamber A is cooled to at least partially depressurize it. Heat is then applied to the refrigerant within chamber B until the pressure therein increases sufficiently, and chamber A continues to be cooled. Thereafter, the

valves

161 and 152 are opened to permit the flow of refrigerant from the chamber B through the other components in the closed-loop configuration to chamber A, whereby the cycle may then be repeated if additional cooling is desired. Thus, the heating and pumping apparatus 127 serves to collect and to pressurize the refrigerant from the evaporator 138 and causes the pressurized refrigerant to flow to the condenser 130. In order to increase the efficiency of the system 125, a pump (not shown) may be provided, if desired, between the outlet of the evaporator and the conduit 141 leading to the apparatus 127 so that the-speed of cycling of the system may be increased accordingly.

Considering now the ignition chambers in greater detail with reference to FIGS. and 6 of the drawings, the

ignition chambers

143 and 145 are identical, and therefore only the ignition chamber 143 will now be considered. Thechamber 143 includes a generally cylindrical housing 191 having a pair of

end walls

193 and 195 and having an inner wall 197 which is parallel to the end walls and separates the interior of the housing 191 into an heat-exchanging compartment 199 and a burner compartment 201. An outlet 203 of the heatexchanging compartment 199 in the side wall thereof is connected in fluid communication with the conduit 146, and an inlet 205 atthe opposite side of the housing 191 for the heat-exchanging compartment 199 is connected in fluid communication with the conduit 151. A plurality of heat-conductive tubes 207 extend lengthwise through the compartment 199, and their ends are supported and sealed within aligned holes in the

walls

195 and 197 at the opposite ends of the compartment 199. The tubes 207 are composed of preferably steel or copper, and are open at their opposite ends so that air can flow from the burner compartment 201 through the tubes and out their exit ends at the end wall 195 to the atmosphere. For the purpose of applying heat to the compartment 199, a nozzle 209 is disposed within the burner compartment 201 and is aligned with the axis thereof, the nozzle being connected in fluid communication with the pipe 176 for the pump 172 in the same manner as the nozzle of the system 10. An ignitor 210, which is similar to the ignitor of the system 10 and which may be a conventional spark plug, is disposed within the compartment 201 near an outlet orifice 212 of the nozzle 209 to ignite a spray of fuel from the nozzle 209 so that the ignited fuel can be carried against the ends of the tubes 207 ounted in the inner wall 197 and exposed to the burner compartment. Thus, the ignited fuel heats the tubes and the air flowing through them, whereby the refrigerant contained in the compartment 199 is heated to depressurize it. Also, for the purpose of cooling quickly the refrigerant in the compartment 199, the ignitor 212 is turned off and the pump 172 is de-energized, whereby the air flowing through the tubes 207 provides the necessary cooling to depressurize rapidly the chamber 199. In order to facilitate the movement of air into the burner compartment 201 and thence into the tubes 207, a plurality of tor fan (not shown) onthe vehicle, or when the system 125 is employed for use in cooling stationary spaces, such as buildings and refrigerators, a separate motordriven fan is employed for this purpose. The fuel for the vehicular system 125 is gasoline or the like fuel, but

when the system'125 is used for stationary applications, the fuel is natural gas. It should be understood that the heat applied to the compartment 199 may be supplied alternatively from other sources, such as the engine combustion gases or electrical heating elements.

Considering now the control unit 182 in greater detail, the unit includes a start relay 217 for initiating a cycle of operation, and a set of sequencing relays 219, 221, 223, and 225 for directing the sequence of operations of the closed-loop refrigeration cycle of the system 125. It should be understood that other control devices, such as electronic switching circuits or motordriven timing cams may be employed in place of the relay circuitry shown and described herein. A thermal bi-metallic switch 227 is connected between a lead 229, which supplies power to the control unit 182 from the ON-OFF switch 184, and the relay 217 to operate it in the same manner as the bi-metallic switch of the system 10. In this regard, the switch 227 opens when the temperature in the chamber 143 is above a predetermined temperature so that the relay 217 operates when a cycle of operation is initiated. A capacitor 232 is connected across the relay 217 to provide the necessary time delay in a manner similar to the capacitor 122 of the system 10. A normally-open switch 234 of the relay 217, when closed, connects the lead 229 to the relay 219 to operate it. A normally-open switch 236 of the relay 219, when closed, connects the lead 229 through a normally-closed switch 238 of the relay 223 to a lead 240 for energizing the ignition coil 178 and the pump 172 to heat the refrigerant in the chamber 143. A chamber A low pressure switch 246 closes when the pressure in the chamber 143 increases to a predetermined low pressure to connect the relay 219 to the lead 229 to operate the relay 219.

A chamber A high pressure switch 248 is connected between the-lead 229 and the relay 221 so that when the pressure in the chamber 143 increases to a predetermined high pressure, the switch 248 closes to operate the relay 221. A normally-open switch 251 of the relay 221 connects the lead 229 to a lead 253 to open the valves 147 and 167 when the relay 221 operates, whereby high pressure refrigerant in the chamber 143 flows therefrom and through the closed-loop refrigeration system. A normally-open switch 255 of the relay 221, when operated, connects the relay 221 via a normally-closed switch 257 of the relay 223 to the lead 229 to latch the relay 221.

A chamber B low pressure switch 259 closes and connects the lead 229 to the relay 223 to operate it when the pressure in the chamber 145 increases to a predetermined low pressure, whereby a normally-open switch 261 closes to connect the lead 229 through a normally-closed switch 263 of the relay 219 to a lead 265 to energize the pump 174 and the ignition coil 179 of the chamber to heat the refrigerant enclosed therein, the normally-closed switch 238 being opened by the relay 223 to cause the pump and the ignition coil for the chamber 143 to be de-energized via the lead 240. It should be noted that the normally-closed switch 257 of the relay 223, when open, causes the relay 221 to restore. It should also be understood that the pressure in chamber A is above the predetermined low pressure when the switch 259 initially closes so that even though the switch 261 closes upon the operation of the relay 223, heat is not applied to the refrigerant within chamber B until the relay 219 restores when the pressure in chamber A decreases below its predetermined low pressure during its'cooling cycle.

A chamber B high pressureswitch 270 is connected between the lead 229 and the relay 225 to cause it to operate when the pressure in the chamber 145 increases above a predetermined high pressure. A normally-open switch 272 of the relay 225 connects the lead 229 to a lead 274 when the relay 225 operates to open the

valves

152 and 161 and thus to cause the high pressure refrigerant to exit chamber B and flow through the closed-loop refrigeration system and into chamber A, which now serves as a receiver. A normally-open switch 276 of the relay 225 connects the lead 229 through a normally-closed switch 278 of the relay 219 to the relay 225 for latching purposes.

' OPERATION Considering now the operation of the system 125, before initiating a cycle of operation, the

valves

147, 152, 161 and 167 are closed, and the pressure switches 246, 248, 259 and 270 are open. In order to start a cycle of operation, the ignition switch 185 and the ON-OFF switch 184 are closed to connect the positive terminal of the battery 186 to the lead 229for the control unit 182. Since the temperature within chamber A is close to-the temperature of the surrounding atmosphere, the bi-metallic switch 227 is closed to connect the lead 229 to the relay 217 and thus to operate it, whereby its switch 234 closes to cause the relay 219 to be energized. When the relay 219 operates, it closes its switch 236 to connect the lead 229 through the normallyclosed contacts 238 to the lead'240 to energize the ignition coil 178 and the pump 172 for ignition chamber A. As a result, fuel is pumped from the fuel supply through the air filter or sediment bowl 175 to the conduit 176 and thence out the orifice 212 of the nozzle 209. The spray from the nozzle 209 is ignited by the spark plug 210 when the spray mixes with air entering the

openings

214 and 216 leading into the burner compartment 201 and flowing through the tubes 207. Thus, the resulting flame heats the air flowing through the tubes and the ends of the tubes exposed to the burner compartment, whereby the heated tubes extending through the heating compartment 199 heat the refrigerant confined therein. v

When the pressure in chamber A increases above the predetermined high pressure, the switch 248 closes to cause the relay 221 to operate and thus to close its latching switch 255 and to close its switch 251, which connects the lead 229 to the lead 253 so that the valves 147 and 167 open. Thus, the heated and pressurized refrigerant in chamber A commences to flow therefrom and through the condenser 130, and the flow of refrigerant continues through the expansion valve 134, the evaporator 138 and thence through the valve 167 and into chamber B, which now serves as a receiving chamber and which has initially a pressure therein below its predetermined low pressure. When the pressure in chamber B increases above the predetermined low pressure, the switch259 closes to connectthe lead 229 to the relay 223, whereby the relay 223 operates and opens its switch 238 to disconnect the lead 229 from the lead 240 so that the pump 172 and the ignition coil 178 are de-energized, whereby heating of the refrigerant in chamber Aceases and cooling thereof commences. Also, the switch 257 opens to release the relay 221 so that it restores, whereby the-switch 251 opens to cause the valves 147 and 167 to close. The switch 261 of the relay 223 closes, but since the relay 2l9 remains operated due to the switch 246 being closed, the lead 265 remains disconnected from the lead 229, whereby heat is not immediately applied to chamber B. After air blowing through the tubes 207 in the heatexchanger compartment 199 of ignition chamber A cools the refrigerant contained therein, the pressure within ignition chamber A decreases to a point where the switch 246 opens and thus the-relay 219 restores. When the relay 219 restores, its switch 263 closes to connect the lead 229 via the

switches

263 and 261 to the lead 265, whereby the fuel pump 174 and the ignition coil 179 are energized to heat the refrigerant in chamber B.

The pressure within chamber B then increases above the predetermined high pressure where the switch 270 closes to cause the relay 225 to operate, so that it closes its switch 276 to latch the relay 225. Also, the switch 272 closes to connect the lead 229 to the lead 274 and thus to open the

valves

152 and 161. As a result, chamber B now serves as a generator and chamber A now serves as a receiver. The heated and pressurized refrigerant within chamber B commences to flow through the valve 161 and then through the condenser 130, and the flow of refrigerant continues to flow through the expansion valve 134, and the condenser 138, and thence enters chamber A via the valve 152. Whenthe pressure within chamber A increases to its predetermined low pressure, the switch 246 closes to operate the relay 219, which in turn opens its switch 263 to cause the pump 174 and the ignition coil 179 to be de-energized, so that the refrigerant in chamber B ceases to be heated and is cooled by the air blowing through the tubes (not shown) extending through the heat-exchanger compartment (not shown) thereof. Also, the switch 278 opens to release the relay 225, since the switch 270 is now open due to the decreased pressure within chamber B. Thus, the relay 225 restores and opens its switch 272 to cause the

valves

152 and 161 to close. The switch 2360f the relay 219 closes to prepare for the energization of the ignition coil 178 and the pump 172 when the relay 223 subsequently restores. When the pressure decreases within chamber B below the predetermined low pressure, the switch 259 opens to cause the relay 223 to restore, whereby the switch 238 closes and the pump 172 and the ignition coil 178 are energized to heat the refrigerant in chamber A so that a cycle of operation may now be repeated. The refrigeration cycle continues to operate until either the switch 184 or the switch 185 is opened.

It should be understood that as in the system 10, the system is a pulsating system, and thus when one of the chambers is being cooled to depressurize it, the evaporator coil is warming. However, the length of time required to reduce the pressure in one of the chambers below its predetermined low pressure, plus the time required to increase the pressure in the other chamber above its predetermined high pressure, is not enough time to significantly vary the temperature of the evaporator coil. Additionally, by employing another type of control unit, such as a unit utilizing motor-driven timing cams and limit switches, in place of the relay control unit 182, continuous heating may be used so that there is no time delay in waiting for one of the chambers to cool, whereby when one chamber ceases heating its refrigerant, the other chamber commences immediately to heat its refrigerant to decrease the cycle time of the system 125 to a minimum. Also, as in the system 10, the refrigerant used in the system 125 is one which possesses the characteristic of large changes in pressure for small changes in temperature. For the purpose of increasing the efficiency of the system 125, the

valves

147 and 161 are preferably metering valves.

While the present invention has been described in connection with particular embodiments thereof, it will be understood that many changes and modifications of this invention may be made by those skilled in the art without departing from the true spirit and scope thereof. Accordingly, the appended claims are intended to cover all such changes and modifications as fall within the true spirit and scope of the present invention.

We claim as our invention:

1. In a refrigeration system having a refrigerant contained in condensing means, expansion means, evaporating means, and heating and pumping apparatus arranged in a closed-loop configuration, said heating and pumping apparatus comprising: I

means defining a heating chamber having an inlet and an outlet and containing refrigerant therein, said outlet being connected in fluid communication with the condensing means;

heat conveying means for applying heat to said heating chamber;

first valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom;

second valve means for permitting refrigerant to be conveyed from said receiving chamber outlet;

transfer means for enabling refrigerant to be conveyed from said outlet of said receiving chamber via said second valve means toward said inlet of said heating chamber; and

valve controlling means for causing said second valve to permit refrigerant to be conveyed from said receiving chamber outlet when a certain amount of refrigerant is received in said receiving chamber.

.2. In a refrigeration system according to claim 1, further including control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means.

3. In a refrigeration system according to claim 2, wherein said transfer means includes means connecting in fluid communication said outlet of said receiving chamber and said inlet of said heating chamber, said connecting means including a cycle pump and a transfer valve connected to said outlet of said receiving chamber, said pump for transferring refrigerant from said receiving chamber through said transfer valve to said inlet of said heating chamber.

4. In a refrigeration system having refrigerant con tained incondensing means, expansion means, evaorating means and heating and pumping apparatus arranged in a closed-loop configuration, said heating and pumping apparatus comprising:

heat conveying means for applying heat to said heating chamber;

valve means forpermitting the heated refrigerant to be conveyed from said heating chamber to the condensing means;

means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom;

transfer means for enabling refrigerant to be conveyed from said outlet of receiving chamber to said inlet of said heating chamber; and

control means responsive to a predetermined amount of refrigerant in said receiving chamber forcausing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means, said means defining a heating chamber and said means defining a receiving chamber being substantially identical, said transfer means including second heat conveying means for applying heat to said receiving chamber, said transfer means further including transfer valve means for closing the inlet to one of said chambers and connecting its outlet in fluid communication with the condensing means and for closing the outlet to'the other one of said chambers and connecting its inlet in fluid communication with the condensing means and for alternatingly switching the connections of said chambers so that said chambers alternatingly serve as generators and receivers.

5. In a refrigeration system according to claim 4, wherein said control means further includes switching means for controlling said transfer valves to seal the chamber serving as a receiver in response to said predetermined amount of refrigerant therein and for subsequently causing its heat conveying means to apply heat thereto, said switching means for opening the outlet to said chamber previously serving as a receiving chamber to enable refrigerant to be conveyed from its outlet through the condensing means, expansion valve means, evaporating means and into the other chamber via its inlet.

6. In a refrigeration system according to claim 5, wherein each one of said means defining a chamber includes a plurality of tubes extending through its chamber with their ends disposed outside of the chamber for conveying air therethrough, said heat conveying means including a nozzle for spraying fuel therefrom toward the ends of said tubes, and an ignitor for igniting said spray to cause the resulting flame to heat the ends of the tubes and the air flowing therethrough.

7. A heating and pumping apparatus adapted to be used with refrigerant contained in a closed-loop refrigeration system including condensing means, expansion means, and evaporating means, comprising:

heat conveying means for applying heat to said heating chamber;

first valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom; second valve means for permitting refrigerant to be conveyed from said receiving chamber outlet; transfer means for enabling refrigerant to be conveyed from said outlet of said receiving chamber via said second valve means toward said inlet of said heating chamber; and I valve controlling means for causing said second valve to permit refrigerant to be conveyed from said receiving chamber outlet when a vcertain amount of refrigerant is received in said receiving chamber.

8. An apparatus according to claim 7, further including control means responsive to a predetermined amount of refrigerant in said receiving chamber for causingsaid valve means to seal said heating chamber, said control means being further responsive to the pressure within said'heating chamber exceeding a predetermined high pressure for opening said valve means.

9. An apparatus according to claim 8, wherein said transfer means includes means connecting in fluid communication said outlet of said receiving chamber and said inlet of said heating chamber, said connecting means including a cycle pump and a transfer valve connected to said outlet of said receiving chamber, said pump for transferring refrigerant from said receiving chamber through said transfer valve to said inlet of said heating chamber. I

10. A heating and pumping apparatus adapted to be used with refrigerant contained in a closed-loop refrigeration system including condensing means, expansion means, and evaporating means, comprising:

heat conveying means for applying heat to said heating chamber;

valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom;

transfer means for enabling refrigerant to be conveyed from said outlet of said receiving chamber to said inlet of said heating chamber; and

control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means, said means defining a heating chamber and said means defining a receiving chamber being substantially identical, said transfer means including second heat conveying means for applying heat to said receiving chamber, said transfer means including transfer valve means for closing the inlet to one of said chambers and connecting its outlet in fluid communication with the condensing means and for closing the outlet to the other one of said chambers and connecting its inlet in fluid communication with the condensing means and for alternatingly switching the connections of said chambers so that said chambers alternatingly serve as heating chambers and receiving chambers.

11. Ina refrigeration system having refrigerant contained in condensing means, expansion means, evaporating means and heating and pumping apparatus arranged in a closed-loop configuration, said heating and pumping apparatus comprising:

means defining a heating chamber having an inlet and an outlet andcontaining refrigerant therein, said outlet being connected in fluid communication with the condensing means;

heat conveying means for applying heat to said heating chamber;

valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means;

control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means, said transfer means including means connecting in fluid communication said outlet of said receiving chamber and said inlet of said heating chamber, said heating means including a cycle pump and a transfer valve connected to said inlet of said heating chamber, said pump for transferring refrigerant from said receiving chamber through said transfer valve to said inlet of said heating chamber, said control unit including switching means for opening said transfer valve and for energizing said cycle pump after said predetermined amount of refrigerant enters said receiving chamber and said valve means is closed, said heat conveying means including a nozzle for spraying fuel, and an ignitor for igniting said spray to produce a flame for applying said heat to said heating chamber.

, UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3',824;803 I I Dated I July 2 3, 1974 j Thomas C. Wright e1; a1.

It is certifiedfthat errof appears in the above-identified .patent and that said Letters Patent are hereby corrected as shown below:

In the Abstract of. the Disclosure, line 9', "'con densor' should'read "condenser Col umnvl, line 26, "building" should read buildings Column 4, line 9, ".condensor" should read conde' 'n ser Column 5-, line 22, after "to", second oc:cuamrenee insert the Column l ine 49, condensor" 'should r ead condenser line 50, "condensor shQuld reed conde' nsei- C o1umn 8, line 58, "condenser" should readv condenser. Column 9, line 46, "ounted" should I read mounted I Signed and sealed this 19th day of November 1974.

' (SEAL) I 'Attest: I I

h McCOY M. GIBSON JR. Z c. MARSHALL DANN Attesting Officer Commissioner of Patents FOTRM Po-wso (10-69) I I v I I I I cowmc and,

0.5. GOVIIIIIIT PIIIYIIG OFFICE: a 930

Claims

1. In a refrigeration system having a refrigerant contained in condensing means, expansion means, evaporating means, and heating and pumping apparatus arranged in a closed-loop configuration, said heating and pumping apparatus comprising: means defining a heating chamber having an inlet and an outlet and containing refrigerant therein, said outlet being connected in fluid communication with the condensing means; heat conveying means for applying heat to said heating chamber; first valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom; second valve means for permitting refrigerant to be conveyed from said receiving chamber outlet; transfer means for enabling refrigerant to be conveyed from said outlet of said receiving chamber via said second valve means toward said inlet of said heating chamber; and valve controlling means for causing said second valve to permit refrigerant to be conveyed from said receiving chamber outlet when a certain amount of refrigerant is received in said receiving chamber.

2. In a refrigeration system according to claim 1, further including control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means.

4. In a refrigeration system having refrigerant contained in condensing means, expansion means, evaorating means and heating and pumping apparatus arranged in a closed-loop configuration, said heating and pumping apparatus comprising: means defining a heating chamber having an inlet and an outlet and containing refrigerant therein, said outlet being connected in fluid communication with the condensing means; heat conveying means for applying heat to said heating chamber; valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom; transfer means for enabling refrigerant to be conveyed from said outlet of receiving chamber to said inlet of said heating chamber; and control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means, said means defining a heating chamber and said means defining a receiving chamber being substantially identical, said transfer means including second heat conveying means for applying heat to said receiving chamber, said transfer means further including transfer valve means for closing the inlet to one of said chambers and conNecting its outlet in fluid communication with the condensing means and for closing the outlet to the other one of said chambers and connecting its inlet in fluid communication with the condensing means and for alternatingly switching the connections of said chambers so that said chambers alternatingly serve as generators and receivers.

7. A heating and pumping apparatus adapted to be used with refrigerant contained in a closed-loop refrigeration system including condensing means, expansion means, and evaporating means, comprising: means defining a heating chamber having an inlet and an outlet and containing refrigerant therein, said outlet being connected in fluid communication with the condensing means; heat conveying means for applying heat to said heating chamber; first valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom; second valve means for permitting refrigerant to be conveyed from said receiving chamber outlet; transfer means for enabling refrigerant to be conveyed from said outlet of said receiving chamber via said second valve means toward said inlet of said heating chamber; and valve controlling means for causing said second valve to permit refrigerant to be conveyed from said receiving chamber outlet when a certain amount of refrigerant is received in said receiving chamber.

8. An apparatus according to claim 7, further including control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means.

9. An apparatus according to claim 8, wherein said transfer means includes means connecting in fluid communication said outlet of said receiving chamber and said inlet of said heating chamber, said connecting means including a cycle pump and a transfer valve connected to said outlet of said receiving chamber, said pump for transferring refrigerant from said receiving chamber through said transfer valve to said inlet of said heating chamber.

10. A heating and pumping apparatus adapted to be used with refrigerant contained in a closed-loop refrigeration system including condensing means, expansion means, and evaporating means, comprising: means defining a heating chamber having an inlet and an outlet and containing refrigerant therein, said outlet being connected in fluid communication with the condensing means; heat conveying means for applying heat to said heating chamber; valve means for permitting the heated refrigerant to be conveyed from said heating Chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom; transfer means for enabling refrigerant to be conveyed from said outlet of said receiving chamber to said inlet of said heating chamber; and control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means, said means defining a heating chamber and said means defining a receiving chamber being substantially identical, said transfer means including second heat conveying means for applying heat to said receiving chamber, said transfer means including transfer valve means for closing the inlet to one of said chambers and connecting its outlet in fluid communication with the condensing means and for closing the outlet to the other one of said chambers and connecting its inlet in fluid communication with the condensing means and for alternatingly switching the connections of said chambers so that said chambers alternatingly serve as heating chambers and receiving chambers.

11. In a refrigeration system having refrigerant contained in condensing means, expansion means, evaporating means and heating and pumping apparatus arranged in a closed-loop configuration, said heating and pumping apparatus comprising: means defining a heating chamber having an inlet and an outlet and containing refrigerant therein, said outlet being connected in fluid communication with the condensing means; heat conveying means for applying heat to said heating chamber; valve means for permitting the heated refrigerant to be conveyed from said heating chamber to the condensing means; means defining a receiving chamber having an inlet and an outlet, said receiving chamber inlet being connected in fluid communication with the evaporating means for receiving refrigerant therefrom; transfer means for enabling refrigerant to be conveyed from said outlet of receiving chamber to said inlet of said heating chamber; and control means responsive to a predetermined amount of refrigerant in said receiving chamber for causing said valve means to seal said heating chamber, said control means being further responsive to the pressure within said heating chamber exceeding a predetermined high pressure for opening said valve means, said transfer means including means connecting in fluid communication said outlet of said receiving chamber and said inlet of said heating chamber, said heating means including a cycle pump and a transfer valve connected to said inlet of said heating chamber, said pump for transferring refrigerant from said receiving chamber through said transfer valve to said inlet of said heating chamber, said control unit including switching means for opening said transfer valve and for energizing said cycle pump after said predetermined amount of refrigerant enters said receiving chamber and said valve means is closed, said heat conveying means including a nozzle for spraying fuel, and an ignitor for igniting said spray to produce a flame for applying said heat to said heating chamber.