USRE21837E

USRE21837E - Refrigerating apparatus

Info

Publication number: USRE21837E
Authority: US
Publication date: 1941-06-24

Description

' J1me 9 D. F. ALEXANDER ETAL 21,837

REFRIGERATING APPARATUS s Sheets-Sheet 1 Original Filed March 4, 1937 OR.S

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BY ye? WWW 5 Sheets-Sheet 2 &

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D. F. ALEXANDER ETI'AL.

v REFRIGERATING APPARATUS or inal Filed March 4, 1937 June 24. 1941.

mummy June 1941- D. F. ALEXANDER ETAL 21,837

REFRIGERATING APPARATUS Origi al Filed March 4, 1957 :5 Sheets-Sheet s illlllllllllml Reissued June 24, 1941 21,837 nnrmcnmme ArrAaA'rus Donald F. Alexander, Charles F. Henney and Charles L. Paulns, Dayton, Ohio, assignora to General Motors Corporation, Dayton, Ohio, a

corporation of Delaware Original No. 2,104,382, dated January 4, 1938, se-

rial No. 129,024, March 4, 1937.

Application for reissue June tember 16, 1937.

Renewed Sep- 29, 1938, Serial No. 216,630

' 30 Claims.

This invention ,relates to refrigeration, and

more particularly to the conditioning of air in railway cars or the like. This application is a continuation in part of our copending applica tion Serial No. 118,816, filed January 2, 1937.

In our copending application, we have disclosed the conditioning of air by a refrigerant which is circulated by a compressor and in which a motorgenerator and the compressor are driven from the live axle assembly of the car. The motorgenerator, as a motor, drives the compressor, when refrigeration is required at a first low car speed zone. During a second car speed zone, the live axle assembly drives the compressor and may also drive the motor-generator, to produce refrigeration when required and, if desired, to generate and charge the battery when refrigeration is not required. During a third and highest car speed zone, the live axle assembly drives the motor-generator, as a generator, to charge the battery and also drives the compressor if refrigeration is required in such a manner that both the compressor and motor-generator may be driven at the same time. Reference is hereby made to the said copending application Serial No. 118,816 for further disclosure thereof.

The foregoing system is particularly advantageous where the car is hauled by any type of locomotive, such as a steam locomotive, since the env ing system to be directly connected to the outside source of electrical energy which drives the locomotive or car and thus removes a certain amount of tractive load from the wheels of the car. This is particularly desirable because the tractive power of electric locomotives or cars falls off rapidly at high speeds and it is desirable to reduce the tractive load therefrom. This improvement is also adapted for use when outside electrical energy is available only at the station, as for stand by service.

In the one modification of our invention, a separate motor-generator unit or similar current rectifying or voltage reducing device automatically is started whenever the outside or tractive electrical source of power is available, and this additional motor-generator or device not only charges the battery of the car, but also furnishes power todrive the original motor-generator disclosed in our copending application so that it acts as a motor to drive the compressor as long as the outside or tractive electrical source of power is available.

In another modification an additional motor is provided which drives the compressor while the outside or tractive electrical source of power is available. If desired the original motor-generator disclosed in our copending application may be driven by the additional motor or it may be driven from the live axle assembly.

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

In the drawings: Y

Fig. 1 is a diagrammatic representation of an air conditioning system as applied to a railway car in which a current rectifying or voltage moditying device is provided;

Fig. 2 is a diagrammatic representation of the wiring system for the apparatus shown in Fig. 1, together with the necessary cooperating parts disclosed in our copending application;

Fig. 3 is a diagrammatic representation, some what similar to Fig. 1, but showing a modification in which an additional motor is provided to be energized from the outside source of power and to drive the compressor;

Fig. 4 is a diagrammatic representation of the wiring system of the apparatus shown in Fig, 3;

Fig. 5 is a view, somewhat similar to Fig. 3, but showing a slightly different type of arrangement in which the additional motor drives both the compressor and the original motor-generator; and

Fig. 6 is a diagrammatic representation of the wiring system for the apparatus of Fig. 5.

Referring to Fig. 1, a railway car I0 is provided with a live axle assembly II which may include one or more axles of the car. The car I0 is provided with a compartment to be cooled. For this purpose, an evaporator I2 is provided over which a current of-air is blown by means of a fan Is driven by a motor It. The refrigerant for the evaporator I2 is circulated or liquefied by the refrigerant circulating or liquefying unit II preferably comprising a compressor l6 and condenser ll'. Air is blown over the condenser II. by means of the fan It driven by the motor is.

On abnormally warm days, water is sprayed over the condenser IT by means of the spray device 20 under the control of the valve 2| which is actuated by the thermostatic bulb 22. Water for the spray device 20 is provided by a tank under pneumatic pressure derived from the air-brake systerm of the car.

Operation of system of Figs. 1 and 2 when outside electrical energy is not available The arrangement is such that the live axle assembly ll drives the compressor l6 together with a motor-generator 23. Preferably an automatic variable ratio transmission 24 is provided which automatically delivers a substantially constant drive speed to the compressor and motorgenerator after the car has attained a predetermined speed limit. lf desired, an exciter 25 is driven proportionally to the car speed, and this exciter is used not only to excite generating field of the motor-generator but also to control the devices which are responsive to car speed, such as the pneumatic valves 26 and 21 which control the clutches 28 and 29. I

The refrigerating output of the system is controlled by an automatic switch 30 which may be made responsive to any condition of air such as the dry bulb temperature, wet bulb temperature, relative humidity or the like either within the car or outside the car or both.

Fig. 2 shows the wiring diagram for the system. When air conditioning is desired, the switches 3| and 3la are manually closed and start the motor l4 which drives the fan l3. During a first car speed zone, such as when the car is standing or is moving at a relatively low speed, such as below 15 M. P. H. the motor-generator 23, as a motor, drives the compressor |G if refrigeration is required under the control of switch 30. The switch 32 is normally closed since it is opened only in case of abnormal head pressure by the bellows 33. The switch 32 being closed the solenoid 33a closes switch 34 and starts the motor I9 which actuates the condenser fan l8. If it is abnormally warm, thermostatic bulb 22 closes the switch 35 which opens the valve 2| and sprays water over the condenser. The exciter 25 does not have a sumcient voltage to cause the solenoid 35 to actuate the arm 31 and hence the switch 38 is closed. This energizes the solenoid 39 which closes the switch 40 with a time delay device 4|. The closing of switch 40 energizes solenoid 42 which in turn sequentially closes the contacts 43 and places the armature 44 of motor-generator 23 across the battery. The motor field 45 is simultaneously placed across the battery. Before the motor-generator can be started, the solenoid valve 21 is energized and closes the clutch 29 so that the motor-generator does not start as a motor without a load but is connected to the compressor.

At the next car speed zone, which may be between 15 and 30 M. P. H., the voltage of the exciter is sufficient to energize solenoid 36 enough to move the contact arm'3'l to the right. This movement s arranges the parts that the live axle assembly II can drive the compressor l6, if refrigeration is required, but the motor-generator 23 is prevented from generating, as more fully explained in our copending application. At the third, or highest, car speed zone the voltage of the exciter is sufllciently high to actuate the contact arm 50 by means of the solenoid and this.

changes the motor generator into a generator the field 45 being energized by the exciter 24. The arrangement is such that the compressor is driven from the live axle assembly when. refrigeration is Operation of system of Figs. 1 and 2 when outside electrical energy is available I In accordance with the modification shown in Figs. 1 and 2 of this application, when outside electrical energy is available, an electrical energy rectifying or voltage reducing unit 52 is automatically connected into the system so that the battery is charged by the unit 52 and the motorgenerator 23 acts only as a motor to drive the compressor when refrigeration is required. For example, when the train arrives at that portion of the line where an overhead wire system 53 is provided the connector 54 is elevated into position. The primary of the transformer 55 is connected to the ground or axle 56a and the wire 53 to induce relatively low'tension A. C. current in the secondary coil. This latter current passes through an A. C. motor starter 56 and drives the A. C. motor 51 of the unit 52. The motor 51 drives the low voltage generator 58 which is connected,

through the automatic battery cut-out 59, to both sides of the battery 50. The battery cut-out 59 automatically connects the generator 58 with the battery when the generator 53 operates and disconnects it when it is idle. Current or power is thus provided for charging the battery and is made available to drive the compressor through motor-generator 23 asa motor under the control of switch 30 as previously described. When the connector 54 is elevated the solenoid BI is energized and opens the switch 52. This opens the circuit to the exciter field 63 and prevents the exciter 25 from generating any current thus placing the wiring diagram in the equivalent position of zero car speed. Under these conditions, motor-generator 23 drives the compressor l6, under the control of automatic switch 30, at all car speeds and the motor-generator 23 is rendered incapable of acting as a generator.

While we have shown the terminals 54 and a specifically connected to an overhead wire and to a rail, these may be connected to any other source of outside electrical energy, such as an electrical source on 8. Diesel engine-generator type of locomotive, or a source of electrical energy at a station.

cooperate with a motor-generator truck at the station. In this case, the vehicle is provided with the solenoid H which is connected to outlets to cooper-ate with the connector plug 54 which is connected by cable structure to the motor-generator truck 65 in such a manner that the plug 34 can be connected to terminals on the vehicle to complete the circuits shown. In such a case, the transformer 55 and connections 54 and 55a are omitted, and, in lieu thereof, a connector plug 35 is carried by the truck 65 so that the plug 36 may be connected to power terminals (A. C. current) at the station and the plug 54 is connected to the vehicle. Such truck can service one or more cars at the station by being provided with one or more plugs 64. The

truck 65 carries the motor-generator 52 and is wheeled alongside the train or car while it stands at the station or other place.

Where the truck and pings N and 86 are not used, the motor-generator 52 and all its connections, except wire 53, are carried on the vehicle.

Operation of system of Figs. 3 and 4 when outside electrical energy is not available Theoperation of the system shown in Figs. 3 and 4 when outside electrical energy is not available is substantially the same as that heretofore described with respect to Figs. 1 and 2. Corresponding parts have been similarly numbered in Figs. 3 and 4 therefore and the description heretofore given with respect to those parts in Figs. 1 and 2 is applicable with respect to similar parts in Figs. 3 and 4.

Operation of system of Figs. 3 and 4 when outside electrical energy is available In the modification shown in Figs. 3 and 4 a motor I0 is provided which may be energized from the source of outside electrical energy, and this motor is connected to the compressor, and the motor-generator 23 is disconnected from the compressor and driven from the live axle assembly to charge the battery independently of the compressor.

The source of outside electrical energy may comprise the overhead wire 53 and wheel 50. The primary coil of the transformer II is energized when the connector 04 is connected to the wire 53. The secondary coil of the transformer II is then in readiness to supply current of reduced-voltage to the motor I0. The motor I0 is provided with a pneumatic clutch I2 which may be automatically clutched between the motor I0 and the compressor Ii when the source of outside electrical energy is available and when refrigeration is required.

Automatic means are provided for automaticaily changing the operation of the system when the source of outside electric energy is connected thereto. This is'accomplishedby providing a solenoid I3 which is automatically energized whenever the connector 54 is connected to the wire 53. The solenoid I2, when energized, shifts the switches I4, I5, and TI to change the operation of the system. The opening of the switch H prevents the motor-generator 23 from being energized, as a motor, from the battery. The closing of the switch places the motor I0 under the control of the thermostatic switch 30. When the switch 30 closes, in response to refrigeration demand, battery current is supplied to the solenoid I8. This closes the switches I9, with a time delay caused by pneumatic device 80, and closes the circuit between the transformer II and motor I0 to start the same. Before the switches I8 can close, however, the switches I5 and I1 have been shifted, since they have no time delay to disconnect the compressor at clutch 29 and connect it to the motor I0 at clutch I2. The closing of the switch Ii energizes the valve 8I which controls the flow of air to the clutch I2 and automatically clutches the same. At the same time the opening of the switch I'I prevents the actuation of the valve 21 and thus disconnects the motor-generator unit 23 from the compressor I6 at clutch 29 and thus leaves the motor-generator 23 to be driven from the live axle assembly II so that it can charge the battery whenever speed conditions of the car are sufficiently high.

Operation of system of Figs. 5 and 6 when outside electrical energy is not av ilable In this system, an additional motor drives the motor-generator and compressor when outside electrical energy is available. While such energy is not available the control of the various parts in response to car speed is substantially the same as previously described, but is accomplished by centrifugal switches rather than by the varying voltage of the exciter. Thus the live axle I00 drives the centrifugal switches IOI and I02 and also the variable ratio transmission I03 which in turn drives the exciter I04, motor-generator I05, additional motor I06 and compressor I01 at substantially constant speed after the car has attained a predetermined relatively low speed. Clutches I08 and I09 are provided and are controlled by pneumatic valves IIO and III. arrangement is such that the motor-generator I05, as a motor, drives the compressor I01 dur- 'ing a first car speed zone which may be from zero to 15 M. P. H. During a second car speed zone, which may be from 15 to 30 M. P. H., the live axle assembly I00 drives the motor-generator I05 at all times, and the compressor I01 whenever refrigeration conditions require it. If the compressor I0I is being driven, the motorgenerator is prevented from generating; but if the compressor I01 is idle, then the motor-generator is caused to generate and charge the battery. During the third or highest car speed zone, such as all speeds above 30 M. P. H., the live axle assembly drives the motor-generator I05 at all times, and the'compressor I0'I whenever refrigeration conditions require it. The additional motor I06 is connected in the drive mechanism to be permanently connected to the motor-generator I05 in such a manner that it idles whenever the motor-generator runs as long as the source of outside electrical energy is not available.

The wiring diagram in Fig. 6 corresponds with a corresponding disclosure in applicants copending application except with respect to the parts which are added for use with the source of outside electrical energy, and reference is made to said application, if necessary, for a more detailed description of their operation. Briefly, however, it maybe stated that when air conditioning is to be provided, the manual switches I20-and I2I are closed to start the motor I4 and fan I3. The switch I22, which is similar to switch 30, controls the refrigeration demands of the apparatus automatically in response to conditions within or outside of the car as desired. The centrifugal switches IM and I02 control changes of the system in response to car speed. During the first .car speed zone, the switch arm I23 is in the position diagrammatically represented to the left, so that the switches I24 and I25 are closed and the switches I26and I21 are open. The switch I20 is automatically closed when the source of outside electrlcal current is not available as hereinafter more fully explained. Therefore battery current can flow through the switches I22, I28 and I24 to the solenoid I29 to close switch I30, with a time delay, and energize the solenoid I3I. This in turn closes the starter I32, with time delay device I33, to start the motor-generator I05 as a motor. The motor field I34 is also energized from the battery since the switch I35 is closed during the first car speed zone. The motor-gem erator I05, as a motor, drives the compressor whenever refrigeration is required, since the clutches I06 and I09 are automatically declutched and clutched, respectively, by the proper energization of the solenoid valves H and III which control the flow of air to the clutches in the manner similarly described with respect to Fig. 2. The valve III is energized throughout the first car speed zone through closed switches I25 and I25a slightly before time that the motor-generator can be energized as a motor. The valve H0 is unenergized throughout the first car speed zone because the switch I2'I is open.

During the second car speed zone, the live axle assembly I00 drives the motor-generator at all times, and the compressor whenever refrigeration conditions require it. This is accomplished by calibrating the centrifugal switches IOI and I02 so that the switch IOI' throws its arm I23 to the right at 15 M. P. 1-1., but the switch I 02 does not throw its arm I40 to the right until the car reaches the third car speed zone such as 30 M. P. H. Thus during the second car speed zone the arm I23 is to the right and the arm I40 is to the left so that the switches I24, I25, I and I42 are open and the switches I26, I21 and I35 are closed. The opening of the switch I24 prevents the motor-generator I05 from being energized as a motor from the battery. The opening of the switch I25 prevents the valve II'I from being permanently energized and places the valve III under the control of the switch I22 so that the clutch I09 is clutched only when refrigeration is required and is declutched when refrigeration is not required.

The clutch I08 is permanently clutched during the second car speed zone by the closing of the switch I21. A time delay is introduced in the closing of clutchl08 in order to prevent a sudden reversal of rotating parts which might otherwise happen if the motor-generator had previ ously been driving the compressor during the first car speed zone in a direction opposite to that which the live axle assembly would drive it. This is accomplished by the thermostatictime delay device I43 which closes the switch I44 with a time delay. The switch I45 is closed when outside electrical current is not available and hence the pneumatic valve H0 is energized to close the clutch I00. At the same time the solenoid I46 closes the switch I4'I, with time delay, to place the valve III', and its clutch I09 under the control of the thermostatic switch I22.

During the third car speed zone, the centrifugal switch I02 moves its arm I40 to the right thus opening the switch I35 and closing the switches I and I42 by the action of solenoid I02a on arm I40a, the solenoid I02a being energized by the closing of switch I40b. This changes the energization of the motor-generator field I34 from battery energization toenergization from the ex-,

citer I04 through the switch I4I. At the same time the field I48 of the exciter is placed under the control of the voltage and current regulating device I49 to control the current and connection Operation of system of Figs. 5 and 6 when outside electrical energy is available When outside electrical energy is available, such as from wire 53 and wheel 56, the same may be connected to the system by means of connector 54 which energizes the primary coil of transformer I50. The secondary coil of the transformer I'50 energizes the solenoid -I5I to open switches I 28,1250 and I 45 and to close switches I53, I54 and I45, and is in readiness to supply current to the additional motor I06. Manual or automatic switch I52 is provided for connecting the motor I06 with the source of outside electrical energy, it being understood that switch I52 may be made automatically responsive to such connection by causing it to be automatically closed by magnetic force upon the energization of solenoid I5I. The energization of solenoid I5I opens switch 'I 20 thus preventing the motor-generator I05 from being energized as a motor. Solenoid I5I also opens switch I 25a and closes switch I53. This places valve II I, and its clutch I00 under the control of thermostatic switch I22, thus causing the motor I06 to drive the compressor l0'I whenever refrigeration is required, and

to be declutched therefrom when refrigeration is not required. Solenoid I5I also opens switch I45 thus permanently deenergizing valve I I0 and declutching clutch I00. Under these conditions the motor I06 drives the motor-generator I05 and its exciter I04 at all times that the source of outside electrical energy is connected to the system. The solenoid I5I also closes switch I54 and thus permanently connects the armature of the exciter I04 with the field I34 so that the motor-generator I05 can act as a generator as long as the outside electrical energy drives the motor I06.

It is understood that, wherever it is consistent,

the description of .one part in one view is intended also to describe the operation of a similar part in another view, and that parts corresponding to those shown in our copending application are intended to operate as described in our copending application, being modified only as necessary for operation with outside electrical energy.

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

What is claimed is as follows:

1. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting'means from said live axle as sembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor'independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said-live axle assembly to drive, through said torque transmitting means, said compressor and said motor generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical current, a current-changing device connectable to said source of outside electrical current, connecting means for connecting said source to said currentchanging device and for connecting said currentchanging device to said battery and motor-generator, and means for modifying said control means when said current-changing deviceis operating to cause said motor-generator'to act as a motor to drive said compressor when' said car is in motion.

2'. In avehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compremor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing, and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical current, a motor to be energized from said source, and means for disconnecting said motor-generator from said compressor and connecting said motor to said compressor when said motor is energized from said source.

3.'In a vehicle;-a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical current, a motor to be energized from said source, and means for connecting said 'motor to said motor-generator and disconnecting said motor-generator from said live axle assembly and connecting said motor to said compressor when said motor is energized from said source.

4. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator; and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle-assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged as a generator to charge said battery, a source of outside electrical energy,amotor,means for energizing said motor from said source and said compressor from said motor, and means automatically to modify the operation of said torque transmitting means when said source is connected to said motor.

5. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmittingmeans from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said through said torque transmitting means, said compressor and said motor-generator, said motorgenerator arranged to act as a generator to charge said battery, a source of outside electrical energy. a motor, means for energizing said motor from said source, and additional control means responsive to the connection of said source of outside electrical energy to said motor to prevent said live axle assembly from driving said compressor, and to cause said motor to furnish power to drive said compressor in response to refrigeration conditions at all car speeds.

6. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressorindependently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical energy, a motor, means for energizing said motor from said source, a generator driven by said motor, and additional control means automatically responsive to the connection of said source to said motor to prevent said live axle assembly from driving said compressor, to connect said generator to said battery and'motor-generator, and to cause said motor-generator as a motor, to drive said compressor in response to refrigeration conditions.

'7. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-genbattery, to drive said compressor independently erator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive, said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, 'to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical energy, a motor,

means for, energizing said motor from said' source, and additional control means responsive to the connection of said source to said motor to prevent said live axle assembly from driving said compressor, and to cause said motor to drive said compressor in response to refrigeration conditions at all car speeds.

8. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axleassembly when said vehicle is running below a certain speedlimit and, when said vehicle is running above a certain speed limit, to cause said live means for energizing said motor from said source,

and additional control means responsive to the connection of said source to said motor to prevent said live axle assembly from driving said compressor and motor-generator and to cause said motor to drive said compressor in response to refrigeration conditions at all car speeds and to drive said motor-generator as a generator.

9. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle rlmning and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical energy, connecting means between said vehicle and said source and including additional automatic controls to cause said source automatically to charge said battery and to drive said compressor in response to refrigeration conditions.

10. In a vehicle; a live a'xle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to.

said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motorgenerator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between-motoring from said battery and charging said battery in response to running and refrigeration conditions, a source of outside electrical energy, connecting means between said vehicle and said source and including additional provisions to cause said source automatically to charge said battery and to drive said compressor in response to refrigeration conditions.

11. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generaton'to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical energy, connecting means between said vehicle and said source and including additional automatic controls to cause said source automatically to drive said compressor in response to refrigeration conditions.

12. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, a source of outside electrical energy, connecting means between said vehicle and said source and including additional provisions to cause said source automatically to drive said compressor in response to refrigeration conditions.

13. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, a source of outside electrical energy, connecting means between said vehicle and said source and including additional provisions to cause said source automatically to disengage said first clutch means, to charge said battery and to drive said compressor. 1

, 14. In a vehicle; a live axis assembly, a com pressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a.

source of outside electrical energy, connecting means between said vehicle and said source, and including provisions for charging said battery from said source.

15. A car having a compartment to be conditioned; a refrigerating system on said car including a compressor, condenser and evaporator in refrigerant flow relationship; D. C. wiring on said car forming D. C. circuit-connections; a blower and a D. C. blower motor on said car for circulating air in thermal exchange with said evaporator and in said compartment, to deliver air conditioned by said evaporator to said compartment; a battery on said car connected to said D. C. wiring; two D. C. dynamo electric machines on said car, one of which is drivingly' connected to said compressor at least when compressor operation is required and both of which are connectible to said battery by said D. C. wiring; an A. C. motor on said carconnected to one of said D. C. dynamo electric machines at least when said A. C. motor operates; air condition control means responsive to a psychrometric function of air causing intermittent operation of said compressor by one of said D. C. dynamo electric machines in accordance with said function; a blower switch for connecting said D. C. blower motor with said D. C. wiring while said compressor operates and at other times; an A. C. source outside said car; an A. C. connector for connecting said A. C. source to said A. C. motor, said A. C. motor continuously driving one of said D. C. dynamo electric machines as a D. C. generator when said A. C. connector is connected to said A. C. source independently of the intermittent operation of said compressor; a cutout between said battery D. C. wiring and the said D. C. dynamo electric machine driven by said A. C.

I motor closing while proper generation speed is attained, said last named D. C. dynamo electric machine charging said battery and energizing said D. C. blower motor independently of the intermittent operation of said compressor, said compressor deriving power for intermittent operation from continuous operation of said A. C. motor when said A. C. motor isconnected to said A. C. source. a

16. A car having a compartment "to be conditioned; a refrigerating system on said car including a compressor, condenser and evaporator in refrigerant flow relation-ship; D. C. wiring on said car forming D. C. circuit-connections; a

blower and a D. C. blower motor on said car for circulating air in-thermal exchange with said evaporator and in said compartment, to deliver air conditioned by said evaporator to said compartment, a battery on said car connected to said D. C. wiring, two D. C. dynamo electric machines on said car, one of which is drivingly connected to said compressor at least when compressor operation is required and both of which are connectible to said battery by said D. C. wiring; an A. C. motor on said car connected to one of said D. C. dynamo electric machines at least when said A. C. motor operates; air condition control means responsive to a psychrometric function of air causing intermittent operation of said compressor by one of said D. C. dynamo electric machines in accordance with said function; a blower switch for connnecting said D. C. blower motor with said D. C. wiring while said compressor opcrates and at other times; an A. C. source outside said car; an A. C. connector for connecting said A. C. source to said A. C. motor, said A. C. motor continuously driving one of said D. C. dynamo electric machines as a D. C. generator when said A. C. connector is connected to said A. C. source independently of the intermittent operation of said compressor; a cutout between said battery D. C. wiring and the said D. C. dynamo electric machine driven by said A. C. motor closing while proper generation speed is attained, said last named D. C. dynamo electric machine charging said battery and energizing said D. C. blower motor independently of the intermittent operation of said compressor, said compressor being intermittently driven by the said D. C. dynamo electric machine not connected to said A. C. motor, but deriving its power for intermittent operation from the continuous operation of said A. C. motor and the D. C. dynamo electric machine connected to said A. C. motor when said A. C. motor is connected to said A. C. source.

17. In a vehicle; a compressor; a motor; a battery; torque transmitting means between said compressor and motor; control means, responsive to refrigeration conditions, to cause said motor to energize from said battery, to drive said compressor when said vehicle is standing and at least part of the time when said vehicle is in motion, a source of outside electrical current, a currentchanging device on said vehicle, means for connecting said current changing device to said outside source of current while said vehicle is in motion, and connecting means for connecting said source to said current-changing device and for connecting said current-changing device to said battery and motor.

18. In a vehicle; a live axle assembly; a compressor; a motor; a battery; torque transmitting means between said compressor and motor; control means, responsive to refrigeration conditions. to cause said motor to be energized from said battery, to drive said compressor independently of said live axle assembly when the vehicle is running below a certain speed limit and, when the vehicle is running above a certain speed limit, to cause said live axle assembly to supply power for operating said motor and compressor, a source of outside electrical energy, means on said vehicle for utilizing said energy in operating said motor while said vehicle is in motion, and means whereby said control means stops said motor whenever-refrigeration is no longer required.

19. In a vehicle, air conditioning apparatus comprising a compressor, a condenser, an evaporator in refrigerant flow relationship, a battery, a direct-current motor for driving said compressor from said battery, an alternating-current diirect-current machine on said vehicle, an outside source of alternating current, means for connecting said alternating-current source and said alternating-current direct-current machine while said vehicle is in motion, and means for connecting said alternating-current direct-current machine to said battery and motor when saidalter-- nating current is being supplied.

20. In a vehicle, a compressor, a motor, a battery, torque transmitting means between said motor and said compressor, temperature responsive means to cause said motor to energize from said battery, to drive said compressor when said vehicle is standing and at least part of the time when said vehicle is in motion, a source of outside electrical current, a current-changing device on said vehicle connectible to said source of outside electrical current, and connecting means for connecting said source to said current-changing device while said vehicle is in motion and for connecting said current-changing device to said battery and to said motor.

21. In a vehicle, a live axle assembly, a compressor, a motor, a battery, power transmitting means between said live axle assembly and said motor and between said motor and said compressor, means for energizing said motor from said battery so as to operate said compressor, a source of outside electrical energy, a currentchanging device on said vehicle connectible to said source of outside electrical current while said vehicle is in motion, meansfor connecting said current-changing device to said battery and to said motor, and means responsive to refrigeration conditions controlling the energization of said motor.

22. In a vehicle, air conditioning apparatus comprising a compressor, a condenser, an evaporator in refrigerant flow relationship, a battery, a direct-current motor for driving said compressor from said battery, an alternating-current direct-current machine on said vehicle, an outside source of alternating current, means for connecting said alternating-current source and said alternating-current direct-current machine while said vehicle is in motion, means for automatically connecting said alternating-current direct-current machine -to said battery when said alternating current is being supplied, and means responsive to refrigeration conditions controlling the operation of said motor.

23. In a vehicle; a live axle assembly; a compressor; a motor; a battery; torque transmittin means between said compressor and motor; control means, responsive to refrigeration conditions, to cause said motor'to be energized from said battery, to drive said compressor independently of said live axle assembly when the vehicle is running below a certain speed limit and, when the vehicle is running above a certain speed limit, to cause said live axle assembly to supply power for operating said motor and compressor; a source of outside electrical energy; means on said vehicle for utilizing said energy in operating said motor; means whereby said control means stops said motor whenever refrigeration is no longer required; and means for rendering said live axle assembly inoperative for operating said compressor in response to energization from said outside source of electrical energy.

24. In a vehicle, a live axle assembly, a compressor, a motor, a battery, power transmittin means between said live axle assembly and said motor and between said motor and said compressor, means for energizing said motor from said battery so as to operate said compressor, a source of outside electrical energy, a currentchanging device on said vehicle connectible to said source of outside electrical current, means for connecting said current-changing device to said battery and to said motor, means responsive to refrigeration conditions controlling the energization of said motor, and means responsive to energization from said source of outside electrical energy for disconnecting said live axle assembly from said compressor.

25. In a railway vehicle adapted to be used on a line on which outside electrical energy is available a portion of the time when said vehicle is in motion, a live axle assembly, a compressor, torque transmitting means between said assembly and said compressor, means utilizing energy from said outside source of electrical energy for operating said compressor while said vehicle is in motion and said electrical energy is available,

and means rendering said torque transmitting means inoperative in response to energy being supplied from said outside source.

26. In a passenger car or the like, a live axle assembly, a compressor, torque transmitting means between said assembly and said compressor, means for supplying electrical energy 'to said carfrom a source outside said car at least a portion of the time when said car is in motion, dynamo-electric mechanism utilizing energy from saidoutside source for operating said compressor, and means rendering said torque transmitting means inoperative in response to energization of said dynamo-electric mechanism from said outside source of electrical energy.

27. In a vehicle; a live axle assembly; a generator; refrigerating apparatus for conditioning the air in said vehicle comprising a compressor; power transmitting means between said liv'e axle assembly and said generator; mechanism for drivingly connecting said compressor to said live axle assembly; a stand-by motor drivingly connected to said generator; clutch means for disengaging said generator from said live axle drive; and means for supplying energy for conditioning the air in said vehicle at such times when neither the live axle assembly nor the stand-by motor are supplying energy for conditioning the air in the vehicle.

28. A car having a compartment to be conditioned; a refrigerating system on said car including a compressor, condenser and evaporator in refrigerant flow relationship; direct-current wiring on said car forming direct-current circuit-connections, a blower and a blower motor on said car for circulating air in thermal exchange with said evaporator and in said compartment, to deliver air conditioned by said evaporator to said compartment; a battery on said car connected to said direct-current wiring;

, two direct-current dynamo-electric machines on alternating-current connector for connecting said alternating-current source to said alternating-current motor, said alternating-current m0- tor continuously driving one of said direct-current dynamo-electric machines as a direct-current generator when said alternating-current connector is connected to said alternating-current source independently of the intermittent operation of said compressor; a cutout between said battery direct-current wiring and the said directcurrent dynamo-electric machine driven by said alternating-current motor closing while proper generation speed is attained, said last named direct-current dynamo-electric machine charging said battery independently of the intermittent operation of said compressor, said compressor deriving power for intermittent operation from continuous operation of said alternating-current motor when said alternating-current motor is connected to said alternating-current source.

29. A car having a compartment to be conditioned; a refrigerating system on said car including a compressor, condenser and evaporator said car for circulating air in thermal exchange with said evaporator and in said compartment,

to deliver air conditioned by said evaporator to said compartment, a battery on said car connected to said direct-current wiring, two directcurrent dynamo-electric machines on said car, one of which is drivinglyconnected to said compressor at least when compressor operation is required and both of which are connectible to said battery by said direct-current wiring; an alternating-current motor on said car connected to one of said direct-current dynamo-electric machines at least when said alternating-current motor operates; air condition control means responsive to a psychrometric function of air'causing intermittent operation of said compressor by one of said direct-current dynamo-electric machinesin accordance with said function; an alternating-current source outside said car; an alternating-current connector 'for connecting said'alternating-current source to said alternating-currnt motor, said alternating-current motor continuously driving one of said directcurrent dynamo-electric machines as a directcurrent generatorwhen said alternating-current in refrigerant flow relationship; direct-current wiring on said car forming direct-current circuitconnections; a blower and a blower motor on connector is connected to said alternating-current source independently of the intermittent operation of said compressor; a cutout between said battery direct-current wiring and the said direct-current dynamo-electric machine driven by said alternating-current motor closing while proper generation speed is attained, said'last named direct-current dynamo-electric machine charging said battery independently of the intermittent operation of said compressor, said compressor being intermittently driven by the said direct-current dynamo-electric machine not connected to said alternating-current motor, but deriving its power for intermittent operation from the continuous operation of said alternating-current motor and the direct-current dynamo-electric machine connected to said alternating-current motor when said alternating-current motor is connected to said alternating-current source. I

30. Air, conditioning apparatus for use on a vehicle comprising in combination, a compressor, a motor, torque transmitting means between said compressor and said motor, a battery, temperature responsive means to cause said motor to drive said compressor both when the vehicle is standing and when said vehicle is in motion, mechanism on said vehicle for supplying electrical energy for charging said battery and for supplying electrical energy for operating said motor, said mechanism comprising an. alternating-current dynamoe1ectric machine, a directcurrent dynamo-electric machine, torque transmitting means between said alternating-current dynamo-electric machine and said direct-current dynamo-electric machine and circuit connections between said direct-current dynamo-electric machine and said battery whereby operation of said direct-current dynamo-electric machine supplies energy for charging said battery.

DONALD F. ALEXANDER. CHARLES F. HENNEY. CHARLES L. PAULUS.