USRE21503E - Refrigerating apparatus - Google Patents

Description

July 9, 1940- D. F. ALEXANDER Err A; Re. 21,503

REFRIGERAT ING APPARAT US original Filed Jan. 2, 19:57 a sheets-sneer 1 @if wf? W EY:

July s. 1940.' D. F. ALEXANDER Er AL Re# 21,502`

REFRIGRATING APPARATUS Original Filed Jan. 2, 193'?A 8 Sheets-Sheet 2 umu @y llllllllllllllll.L

IIIIIIIII* Q, 71 ENTORJ D. F. ALEXANDER sr AL Re. 21,503

REFRIGERATING APPARATUS Original Filed Jan. 2. 1937 8 Sheets-Shet 3 July 9, 1940.

JMQ I July 1.940. D. F. ALEXANDER* Er/AL Re *211,503

REFRIGERATING APPARATUS -8 sheets-Smet 4 originl Filed Jan. 2, 19:57l

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y fp l iti lvm D. F. ALEXANDER Er AL nnnmnumd APPARATUS yJuly 9,

original Filed Jan. 2. 1937 a sheets-sheet ,5

July 9, 1940. D. F. ALEXANDER 'ET AL Re. 21,5()3

REFRmnATING APPARATUS Original Filed Jan. 2. 193'? 8 Sheets-Sheet 6 umn mum- Illlllll Illll Q ENTORS XP uw m,

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July 9 l940- D. F. ALEXANDER r AL A Re. 21,503

' vREFRIGEMTING APPARATUS 8 Sheets-Sheet 7 Original Filed Jan. 2, 1937 ab .A

July 9, l940. D. F. ALEXANDER Er AL Ref 21,503 l REFRIGERATING APPARATUS i Original Filed Jan. 2, 193'? V8 Sheets-Sheet 8 'Reminiya1s4o- FFICE REFRIGERATING APPARATUS Donald F. Alexander, charles F.

Heaney, and

Charles L. Paulus, Dayton, Ohio, asslgnors to General Motors Corporation,

Dayton, Ohio, a

corporation of Delaware y Original No. 2,104,148, dated January 118,816, January 2, 1937.

rial No.

May 21, 1937. Application for Sely'lll No. 289,329

. 47 Claims.

t This invention relates to refrigerating appara- Anv object of tliis invention is to provide refrlgerating or air conditioning apparatus for railway cars or the like in which a part of the refrlgerant liquefying unit, such las the compressor. oi' the air conditioning system is driven from a live axle assembly at certain car speeds, is driven by a motor-generator, acting as a motor, at other 'c car speeds. and the same motor-generator .is driven, asl a generator, from the live axle assembly at certain car speeds to charge a battery.

While this invention is specifically described in connection with railway cars, many of its features are applicable in other connections. The invention is applicable for example, 'whenever the op-- eration of a live axle assembly (whether on a moving or stationarystructure) is available only at intervals or is available under varying condi- 2'0 tions of power output.

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 one modincation of this invention, the motor-generaux. acting as a motor drives the compressor while the car is inone car speed zone, and the live axle assembly drives the compressor and the motor-generator, as a generator in another car speed zone. Anintermediate car speed zone may be provided in which the live axle assembly drives the compressor while the motorgenerator is prevented from generating, or is 3g permitted to generate at a-reduced rate. 1

If it is desirable to limit the total power transmitted from the live axle system while obtaining a maximum of usefulness from the power which 'is available, a further modication is possible; a

40 control is provided to limit the generator power requirement to the amount available beyond that required by the compressor., When the combined powerconsumption of the compressor and motorgenera'tor would normally exceed the desired on load, themotor-generator output is automatically reduced to maintain the total power consumption within the desired limit.

preferably passes through as generator and the compressor from the live axle -In the preferred modincation the drive from shaft to the compressor, al-

' other. This may take the Meansare provided to disengage the motor- 4, 193s, se-

Renewed reissue Amst assembly to permit them to operate independently of the live axle assembly during the lowest car speed zone. This means may take the form of a rst clutch or clutch system. Also, means are provided to disengage the compressor from the motor-generator to permit one of them (or both of them) to be operated independently of the form of a second clutch or clutch system. 4

The motor-generator is provided with means for permitting it to charge the battery regardless of the direction of travel of thelcar. In the preferred modification this is accomplished by energizing the motor-generator field in such a manner that current from the motor-generator flows in the same direction regardless of the direction of rotation of the armature. Preferably the ield is excitedV by a separate small exciter (generator), which reverses vthe direction of its output current with a reversal in the direction of car travel, and thus maintains the motorgenerator output current in a constant direction regardless of the direction of .car travel. 'Iime delay devices are provided where desirable to prevent atoo rapid sequence of automatic operations. Thus, a time delay is provided after the clutch is engaged between the motorgenerator and the compressor and before the motor-generator can be energized as a motor to drive the compressor. A time delay also is provided during the change from motor drive of the compressor to live axle drive of the compresser. This allows the compressor (and the motor-generator. if desired) tostop after being driven by the motor before it is driven by the live axle, thus preventing a possible sudden reversal of rotation. A time delay is also provided during the engagement of the various clutches of the clutch system and thus too sudden a loading of the live axle transmission mechanism is prevented.

Speed responsive means are provided for controlling the operation of the parts. The speed responsive means may be combined with the exciter or a separate small generator ultilizing its variable voltages (ifdriven proportionally to' 'ear speed) to operate control relays. If desired, other speed responsive switches may be used,- such as switches operated by centrifugal governors. Proper current andvoltage regulation of the motor-generator output is provided. This includes provisions for connecting the motorgenerator to` the batteryj when the motorgenerator voltage is suitable-for charging the battery and for disconnecting it at other times.`

conmxnmdevismalsopmvidedmmeectne requirements of battery charging, preferably con- `trollingtheexciteriieidandthusinrlirectlyconprovided for circulating air over the evaporator.V

A blower is provided for circulating air over the `refrigerant condenser, and provisions are made for its operation whenever the compressor is performing work. A control responsive to abnormal conditions, such as abnormally high refrigerant head pressure or abnormally low back pressure, prevents compression when such abnormal conditions exist. It is desirable to spray water on the condenser when surrounding air tempera'-4 tures are high, and a proper valve responsive to such conditions, is provided for controlling the water spray. A control ve to air conditions is provided for controlling the operation of the refrigerating system. This may include an automatic switch responsive to air conditions either inside or outside the compartment to be conditioned, or it may be made responsive to inside conditions modiiied by :umide-conditions orviceversa. Suchinstrumentmaybemade responsive to dry bulb, wet bulb, relative humidity, etiective temperatures, or a combination of any two or more of these functions. 'l'.he refrigerant temperature in the evaporator is also automatlcally maintained suiiicientlyV low to cool and dehumidify the air, but not so cold that moisture is frozen on the surfaces. I

While'many features have been disclosed as desirable in the preferred form, it is to be understood that some of such features may be omitted whileretainlngmanyofthe advantagesofthe invention. and that the disclosure of such features is not intended as a limitation of the scope of this invention.

In the drawings:

Fig.1isadiagrammaticrepresentationofone modification of tbe invention, Yshowing 'the .refrigerating system. together with drives from the live axle assembly tovarious Vof the system;

Fig.2isawiringdiagramof neformofthe invention, showing the electrical parts of the systernwhentheai'isstanding aniinoaircon` ditioning is provided;

lig. 3.shows tbe same wiring diagram closed, in Fig..2. with the live circuits in heavy lines.whenthecarisinitsrstcarspedaone, suchasatzerospeedortravelinguptolMP. H. with the evaporator blower turned on, but with no refrigeration or generation provided;

Flg.4showsthesamewiringdiagram,withthe livecircuitsinheavylineawhenthecarisin iizflrstearspeedsonesuchasstandingor' traveling up to 15 M. P. H., with refrigeration powerderived from the battery and motor-gem mentor actingas a motor, andwith no genera- Fi'g.5showstbesamewiringdiagram,with

the live circuits in heavy lines, while the car travels in its intermediatecar speed sone, such as between l5 and 30 M. P.` E.. and when no re Y frigeration and no generation is provided;

Fig. 8 shows the same wirlndiagram. with thelivecircuitsinheavyiinesrwhiletheearis traveling in its intermediate car speed sone, such as between 15 and 30 M. P. H., when refrigeration power is derived y.from the live axle assembLv, and when no generation is provided;

Fig. 7 shows the same wiring diagram, with thelivecircuitsinheavylines,whilethecar output to limit the transmission load, the live circuits being shown in heavy lines while the.

car travels in its highest car speed zone, such as at 30 or more M. P. H., and while generation is provided and no refrigeration;

Fig. 10 shows the same wiring diagram as that disclosed in Fig. 9, the live circuits being shown in heavy lines, while the car is traveling in its highest car speed zone, such as at 30 M. P. H.,

while refrigeration is provided with power from the axle assembly and while the generator output has been reduced to some fraction of its `greatest output;

Fig. 1l shows a wiring diagram of a modied form, somewhat similar to the wiring diagram shown in Fig. 2. but showing the substitution ot a centrifugal switch mechanism to be used as a control in lieu of the varying voltage of the exciter armature, and 'showing the substitution of a thermal-responsive element time delay. in lieu of a pneumatic time delay, in a portion of the circuit;

Fig. 12 shows a wiring diagram somewhat similar to Fig. 2, but in which thermal-responsive element `time delay devices have been substituted for pneumatic time delays;' l

Fig. 13 is a diagrammatic representation, taken along the vertical plane, showing how the apparatus may be mounted on a car;

Fig. 14 is a view, somewhat similar to Fig. 1, but showing centrifugal controls for switch and a slightly different drive for the exciter, as used in conjunction withthe wiring diagram o! Fig. 11: v

. Fig. 15 isa plan view showing, somewhat in more detail, lthe mechanical parts or the unit, with the jack shaft and motor-generator shaft shown slightly out of vertical augment, for clearer understanding; and v Fig. 16 is a diagram indicating the voltage of theexciterarmatureasusedinthewirin'gdiagram of Figs. 2 to 10 inclusive and 12.

Referring now to the drawings, the air conditioning system includes, in general a heat absorber section and a heat dissipating section. The heat absorber section may include an evaporator Il. over which air is blown by meansof the fan Il driven byfthe motor I2. The air blown by tbe fan Il may be either fresh air from youtside the car, recirculated air from the interior of the car, or both. The air, after it has been passed in contact with the evaporator llisdistributedintothecarercompart- -ment by'suitable ducts. discharge grilles and the likeweil-.known in the art. An automatic controlinstrument llisplacedinapositiontobe responsive to conditions within or outside the passenger compartment, or both inside and outside, for controlling the refrigeration produced on the air passing the evaporator I5. 'Ihe heat` dissipating section of the air conditioning apparatus may include acompressor Il a; -1 refrigerant intofthe condenser I5 from whence liquefied refrigerant ows through the pipe lla is selected to produce a temperature sumclently low to cool the airto the desired amount, but insufficiently low to freeze moisture on the coil surfaces. y il may be provided on the suction yline I1l which automatically throttles the line I1 and prevents the compressor I4 from reducing the refrigerant pressure in the evaporator il below the desired linut. While only an evaporator section and blower has been shown, it is to be understood thata plurality may be used.

'Ihe condenser I5 may be cooled by the circulation of air over the condenser. This may be4 accomplished by means ofa blower 20 driven by the motor 2|. If desired, a water'spray!! may be provided which may be connected to a .water tank, not shown, on the car placed under pneumatic pressure from the air-brake system. The flow of water from the spray 22 may-be automatically controlled by a valve 23 actuated by a thermostatic bulb 2l which automatically opens the valve 23 when the car temperature rises above the predetermined limit. Y If desired. a head pressure responsive bellows 25 is provided to stop the compressing operation of the compressor if the head lpressure should rise abnormally. t

- The heat dissipating section of the air conditioning system, and particularly the compressor, may be connected with the live axle assembly and with'a motor-generator in such a manner that the compressor is driven by the motor-generator, acting as a motor, throughout one car speed zone, which car speed zone may be below a certain speed linut, such as, zero M. P. H. alone or zero M. P. H. to some higher speed limit, such as l5 M. P.H. Preferably another', or intermediate, car speed zone is automatically established such as from l5 M. P. H. to 30 M. P. H.,

Vin which the compressor maybe driven from the live axle assembly while the generator is prevented from generating or operating at subnormal output. Still another, or higher car speed zone may be provided, such as at 30 M. P. H. and above, during which refrigeration is provided when required and during which generation is also produced by the motor-generator.

According to 'a modified form of 4 the invention. the generator output may be modified so that it is reduced while refrigeration is required and is increased when no refrigeration is required in order to reduce the amount of power to be trans-- mitted by the mechanism. The particular speed limits are given by way of example, and may varied, if desired.

If desired, a torque transmitting or variable ratio transmission device or means may be interposed between the live axle assembly and the compressor and. if desired, also between the motor-generator and the live axle assembly.

In the schematic representation shown in Fig.

1, the live axle assembly I|i`may include one or more axles of the car. vA relatively small gen- For this purpose, an automatic valveeratorore'xmr il :samen proportionany'to the speed ofthe car as indicated by the line Il. An autnatic variable ratio drive Il is driven y from the live axle assembly as indicated by the line M. and this in turn drives the motor-generator il and the compressor M. y pneumatic clutch, or clutch synem, l0 is interposed between the variable ratio drive Il and the motor-generator Il, and a'second pneumatic clutch or clutch system I1 is interposed between the motor-generator i5 and the compressor Il. The actuation of these clutches is controlled respectively by the valves I8 and Il interposed between the clutches and the air supply Bl which maybe connected to the air-brake system of the car. 'Ihe pneumatic-clutches Il and l1 may be of any type in,l which theinjection of air into the clutches causes them -eitherto clutch or declutch, depending on the control placed on the valves It and S9. While pneumatic clutches have been disclosed, it is understood that other types (such as those directly'operated by solenoids. may be used.

'I'he actual structure of the variable ratio drive may be somewhat similar to that disclosed in the application of Charles L. Paulus and Lester E. Perrine Serial No. 742,490 flied September l, 1934 Preferably a nrst turndrives a jack shaft 821pivotally mounted about bearings coaxial with the driven shaft One or more belts 84' are mounted about autoy centrifugal governor, not shown, in the pulley structure I0 and a spring actuation 61 for the pulley structure 85. Details of this automatic variable ratio drive are disclosed in the application of Perrine and Paulus hereinbefore referred to, it being understood that any type of automatically variable ratio transmission may be used. 'Ihe motor-generator 55 has its armature mounted on the shaft il, which shaft is provided at one end with the pneumatic' clutch and at the-other end with the pneumatic clutch. 51. These clutches are controlled, respectively, by the solenoid valves 58 and 59. The shaft is' also provided with V-pulleys 1l which are connected by belts 1I .with V-pulleys 12 on the shaft of the compressor Il. If desired. the exciter Il may be driven from the jack shaft 62 although it may be driven from any shaft or axle responsive to car speed.

Proper automatic controls of the electrical parts of the apparatus are provided. 'Ihose portions which are necessarily responsive to the speed of the car may be controlled by any device which is so responsive to speed. In the wiring diagrams shown in Figs. 2 to l0 inclusive, and 12 the varyingvoltage ofthe exciter 5I (as indicatedin Fig. 16) is utilized to actuate proper voltage responsive relays, while centrifugal switches are utilized in the modification shown in Fig. 1l in lieu of utilizing the varying voltage of the exciter parts are shown wholly deenergized due to the fact that the car is standing and no refrigeration or airconditioning is being produced. Pigs. S'to 8 inclusive show, in heavy lines, the vvarious circuits rendered active under varying conditions as hereinafter more fully explained. Referring again to Fig. 2, the car is provided with a battery Il. Master switches are provided which when closed, render the battery system operable. When master switch 02 is closed, thefan motor |2 and its voltage regulator 53 are energized. In addition, switch 02 rendersv the refrigerating system capable of being controlled by the various conditions of the car.

Referring now to Fig. 3, the car has a speed within `its ilrst speed zone (which `may be zero alone or zro up to some relatively slow speed such as l M. P. HJ. The switches 0|, 52 are shown closed. This energizes the motor ll2 which circulates air over the Levaporator il and into the pasenger compartment and is in readiness to receive refrigeration if required. As shown in the `wiring diagram of Fig. 3, however, no refrigeration is presumed to be required. The exciter ileld 04 is shown energized so that the `exciter is ready to. produce voltages in response to car speeds. A current is produced by the armature ofA the exciter 5|, this current being indicated by the arrows 05. Up to M. P. H. this current is not l tacts |08 are closed. This in turn closes the consufficiently highY to actu'ate any relays as indicated byy Fig. 16. The circuitthrough the valve 59. of the clutch 51, is energized at this time to cause a mechanical connection between the motor-generator and the compressor il. vThis insures thatA a. proper load shall be placed on the motor before it is started.. prevents racing of the motor and burning out of the clutch.

Referring now to Fig. 4, the circuit is shown in its ilrst car speed zone (say zero alone or zero to a l5 M. P. H.) when refrigeration isvrequired, the

energy to be derived from the battery 00. Thus the switches 0| and 02 are closed to start the motor I2. In addition. the thermostatic switch Il,y

is closed. This switch maybe operated byany instrument responsive to air conditions, such as dry bulb, wet bulb, relative humidity or eiIective temperatureswithin the pasenger comparnnent or outside the passenger compartment, or responsive to conditions both inside and outside the .o car. When the switch I5 is closed, the head pressure responsive switch being normally closed, the solenoid coil 01 is energized, thus closing the switch 58 and energizing the condenser fan motor 2| which blows air over the condenser l5. When the thermostatic bulb 2l closes the switch 09, in response to highair temperatures, the condenser spray valve 2l is operated to vspray water over the condenser. The exciter voltage being insumcient to actuate the series of switch contacts connected to the operating lever 90, the contacts 9| Y are closed toenergize the solenoid 92, which in turn closes the switch 93. The motor-generator now starts as a motor, and the compressor Il is. driven thereby. This operation is acomplished by the energization of the solenoid 94 which in turn sequentially 'closes the various contacts oi' the motor starter 95 thus causing currenty to flow through the motor amature directly from the battery through wire 96 and through the motor neld 91 via the switch 98. Pneumatic time delays 99 and |00 are provided for the switches Y93 and 95. The purpose of the time delay 99 is to insure that thefclutch 51 shall rst be energized, say five seconds before kthe switch 93 is 1'.' closed as described with respect to Fig. 3. The Fig. 7 shows the circui gizing ther motor I2. No refrigeration is re- I quired at this time, and hence the thermostatic switch Il is open. energized previously, and the speed of the arma- -ture of the exciter 5| has increased to the point where the current through the lines |0|, |02, |03 and |05 is sumciently high to actuate relay |05. This relay removes to the right all of vthe switch contacts connected to the operating lever 90. Contacts |05 close to energize the solenoid. |01.

This in turn closes the contacts, |08 with a time delay caused by the pneumatic delay device |09. This inv turn energizes the solenoid valve 50 to operate the. pneumatic clutch 55, causing the tacts |I| with a time delay due to the device |I2. 'I'hese contacts being closed in series with contacts ||3, which were closed previously by the solenoid |05, place the circuit including valve 59 in readiness to be actuated to clutch the clutch 51.

asthe switch I3 closes when refrigeration is required. It is to be noted that there is a time delay between the actuation of the solenoid valves 58 and A59, thus insuring that the generator and the compressor cannot simultaneously be thrown onto the drive while their respective moving parts are idle. (The contacts ||9a are also closed by the solenoid |05, permitting excited outputV current to pass through solenoid ||5, but of insui'- cient value to actuate the operating lever 0..

Referring to Fig. 6, the car is in its second car speed zone, which may be between 15 and 30 M, P. H. yl'\.ei'rig'era.tio| :i is presumed to be required and therefore switch Il has been closed by the device responsive to air condition.' The switches 0| and 02 have been previously closed by hand operation and thereforethe evaporator blower motor I2 is energized. The head pressure responsive switch 25 being normally closed, the solenoid 01 is energized, thus enlrgizlng the condenser blower motor 2| and placing the spray valve 29 under the control oi' the thermostatic switch 99 to spray the condenser with water if necessary. The exciter ileld 0I has been energized by closure Vof switch 02, and the speed of the exciter amature produces a voltage sufcient to energize the circuit |0|, |02, |03 and |04 in the manner heretofore described to energize sufflciently the solenoid |05, and the relays |01 and ||0'as described with respect to Fig. 5. The closing of the switch I9 causes current to pass the'contacts `||5 and thus energizing the solenoid valve 59 and clutching the clutch 51 between the motor-generator and the compressor. This insures operation oi' the compressor. No generationis produced, however, since the generator amature circuit has not been completed to the battery, and since the generator eld 91 is not energwed.

I'he exciter eld 84 has been twhen the car is in its vthird car speed zone, such as at `30 M. P. H. and above, during which generation is produced but no refrigeration. The switches 8| and 82 have been previously closed by hand operation thus causing operation of the motor evaporator blower |2 and energization oi the exciter neld 84. 'I'he exciter armature has a sumciently high voltage to operate the relays |05, |01, in circuit |0|, |02, |03 and |04 in the manner previously described with respect to Fig. 5. The exciter armature voltage has now risen suiiiciently to operate the contacts via solenoid ||5 and operating lever ||8, opening contacts 35 and closing 8 and 1. 'I'his operation permits the exciter 5| to energize the generator iield 31 through lines 31a and contacts |11.

A coil structure is provided, whicl, by magnetic reaction with potential coil structure |20a, closes the switch |2| when the voltage 4across the armature of the motor-generator is suitable for battery charging. This operation places the motor-generator in circuit with tle battery, as a generator. Immediately upon the closing of the switch |2I, the coil |25 vis placed in the circuit. The coil and the.potential coil |23 independently regulate the resistance |25 in series with the exciter field 84 in accordance with the normal requirements of battery charging. Coil |25 also serves to hold shut switch |2| during the battery charging period. Since the resistance |28 governs the strength of the exciter iield 84, and ysince ileld 34 governs the exciter armature voltage and therefore the current through generator eld 3 1, the generator output is thus indirectly regulated by the coils |23 and |25. Coil |23 the maximum voltage oi' the lost-motion device or other mechanical'means.

When the generator output voltage decreases below that of the battery, the current through switch |'2| and coil |25 reverses. Coil structure |25 opens switchl |2| by magnetic reaction with potential coil structure 20a, preventing damage to the generator armature.

An adjustable resistance l3,| may be placed in parallel with coil |25. This resistance |3|` may be manually adjustable, as indicated in Figs. 2

. to 8, 11 and 12 ormay be both manually and automatically adjustable as indicated in Figs. 9 and 10. This resistance |3| is used, in conjunction with coil |25, to regulate the total generator output lcurrent charging the battery.

Fig. 8 shows the wiring diagram when the car is in its third car speed zone, suchas 30 or more M. P. H., when refrigeration is reouired, 'and when Ageneration is being produced. The switches 8| and 32 are in the same position as in Fig. 7 thus energizing blower motor |2. The generator and exciter circuits are the same as shown with resoect to Fig, '7. However, the switch I3 has now been closed by the thermostatic or air conditioninar device which energizesthe line |30. This in turn energizes the solenoid 31 thus energizing condenser blower motor 2| and placing .water spray valve 23 under the control oi' switch 84. The energization'o! the line |30 also energiaes the anemia valve ss thus clutching clutch nwv and causing the compressor I4 to .operate to produce the required refrigeration.

Figs. 9 and l0 are somewhat similar to Figs. I and 8, and show a modification in which the output of the motor-generator is modiiled, in such a manner that the generator output is reduced when refrigeration is being produced, to relieve the load on the transmission mechanism. This is accomplished by providing an automatically variable resistance |3| in parallel with thecoil |25. The variable resistance is under control of solenoid |32, which operates the switch |33. Fig. 9` shows a condition where no refrigeration is required, and the car is traveling in its highest car speed zone, such at at 30 MLP. H. or more. The switch I3 is therefore open and the coil |32 is not energized. This permits the switch |33 to remain closed so that a relatively low resistance circuit is placed in parallel with the coil |25. -This permits a relatively large amount oi current to now between the motor-generator 55 and the battery before the coil |25 can become operative on the resistance |26. However, when the switch I3 is closed, as shown in Fig. I0, under requirement for refrigeration, the solenoid |32 is energized. the switch |33 is thereby opened, and the generator output is reduced by the fact that resistance |3| is increased in value. Since the current through coil |25 is iixed in value according to a predetermined adjustment, the

total generator current output is reduced by the increase of resistance |3|. The operation described limits the output of the motor-generator 55 to a fraction oi that of Fig. 9.

Fig. il shows a modification in which a mechanical arrangement of centrifugal switches are used to govern certain parts of the system in lieu oran electrical arrangement using a varying exciter voltage and associated relay coils. The corresponding arrangement of parts is diagrammat ically indicated in Fig. 14. I'hus acentrii'ugal device |40 is provided to operate the switches connected to the operating lever 30 in lieu of the solenoid |05. In addition, a thermostatic delaydevice |4| is provided to produce a time delay in the operation of switch |08 in lieu oi' pneumatic device |09. The remainder of the circuit is the same as that previously described with respect to Figs. 2 to 10 inclusive, with the further exception that thesexciter armature circuit |0|, |02 and |03 can be omitted, and the exciter itseli' 'be driven by any means and independently oi car speed, if desired. The centrifugal device |42 is also provided in lieu of the solenoid ||5. 'I'he construction is such that the centrifugal device |40 actuates the operating lever.v 90 with a snap action to open and close associated contacts at the.sarne car speeds as described for solenoid permits current to ilow through the bi-metal |45l through the resistance |41 via switch |48. 'Ihe bimetal |45 is restrained at one end only, and after a five second orother suitable interval, bends gises the solenoid Il! which closes the contacts lll and transfers switch Hl to the lett. Current then bows through the bi-metal M5, switch lever I, line lil and solenoid |49. This current continuesto ilowV after contacts |48 reopen due to -matic ,output regulator shown in Figs. il and l can be inc orporated in Fig. ll.

In the modification shown in Fig. 12, the une delaydevices I9, Il! and Il! have been displaced by thermostatic time delay devices l, and

|82. Otherwise, theV circuit shown in Fig. 12 can be similar in operation to that described with respect to Figs. 2 to l0 inclusive. When the speed ot the car reaches 15 M. P. H., the solenoid Ill is energized thus moving operating lever to close contacts III, causing current; to flow through the bi-metal l, switch Il! and resistance Ill, similarly to Fig. ll. The bi-metal I bends to the contact |61 with a time delay, and,

when it touches contact |l1, energizes solenoid IBI moving switches |65 and |89 to the left. 'Ihereafter the circuit is maintained through switch l",

lil-metal I, switch Ill. line |1l Aand solenoid lll, to maintain the switch* I closed and to energize the clutch valve Il.` Thereafter current Vwill iiow through the bi-metal I1| which will cause the closing of switch |13 with a time delay in the manner similar to that described with respect to device lil, closing of the switch |12 energlsing the clutch valve It. Similarly, Whenever the switch 8| is closed and its circuit energiaed, the bi-metal I1! closes upon the contact |16 with a time delay and cames the closing of switch |11. This in turn causes current to iiow through solenoid Il of the motor starter 9B. 'l'.he other parts of the system operate the same as with respects to Figs. 2 to 8 inclusive, it being further understood that the total load limiting devices Ill, |32 and Ill oi' Figs. 9 and i0 may also ybe incorporated into this circuit.

It desired the motor-generator with its associatcd clutch Il may be placed on the driving side of the variable ratio drive, and the compressor on the driven side. 'Ihus the live axle may drive the exciter and the motor-generator at speeds proportionalto car speeds, while the ccmpressor runs at a relatively constant speed whether in operation from the car axle or from the motor-generator as a motor. The clutch I8 is interposed between the car axle assembly and the generator and the clutch $1 is interposed between the compressor and the variable ratio drive or between the variable ratio drive and the generator.

.Whenthevehicleisdecreasinginspeedthrough the sones the automatic sli--l "lished for car acceleration. thus preventing irequenzcnsnge opsuonbysnght and frequent changesofcarspeedi'romoneslonetotheother.` 'Ihecoritrolinstrumentitmaybemademltlidl until it closes upon the contactl Ill. This eneruallyadjusta'bletoanydesiredsetting. Alsoit maybemadetobemanuallysettoanopenswitch position. By manually setting it to the open pomtion and'by closing switch l2, ventilation of theV car is provided by blower oi' motor i! without refrigeration until the instrument Il is again manually reset i'or .normal operation. Adlustable condition responsive instruments of this type are well known and therefore no further description is necessary.

While the form of embodiment oi' the invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming withinthe 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 assembly to said compressor and motor-generator y 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 to vehicle running conditions, to cause said motor-generator to act as a motor, energized from l said battery, to drive said compressor independf ently oi said li axle assembb when said vehicle is standing and, when said vehicle is in motion. to cause said live axle assembly to drive, through vsaid torque transmitting means, said compressor and said motor-generator, said motor-generator' acting as a generator to charge said battery, and meansautomatically maintaining the same direction of current generated by'said motor-generatcr when the motori-generator is rotated in either direction.

3. In a vehicle; a live axle assembly; a compressor; a motor-generator; a battery; tor'que 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. energiled from said battery, to drive said compressor independently orsaidliveaxleassemblywhensaidvehicleis.

standing and, when said vehicle is in motion, to causesaidliveaxieassemblytodrivathrough said torque transmitting means, said compressor and said motor-generator, said motor-generator acting as a generator to charge said battery. and anexciterarrangedtorotateinaccordancewith vehicletravel direction to excite the motor-generatoriield to maintain the same direction o! currentgeneratedbysaidmotor-generatorwhen the vehicle travels in either direction.

4. In a vehicle; a'live axle assembly: a compressor; a unitary motor-generator; a battery: 'I8

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 ot 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 generator; control means, automatically respon-` sive to vehicle running conditions, to cause said motor-generator, arranged as a motor energized from said battery, to drive said compressor in`- dependently oi' 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 motorggenerator arranged as a generator to charge said battery, an exciter .to excite the ileld of the motor-generator, and means to regulate the output of the exciter to" regulate the voltage of the motor-generator when it is acting as a generator.

` 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 motorgenerator; control means, automatically responsive to vehicle running 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,l through said torque transmitting means, said motor-generator to act as a motor, energized from said battery, to drive said compressor independently oi' said livel 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, and speed responsive means arranged to control the operation of the torque transmitting means and the operation of said motor-generator and including a relatively small, non-charging generator arranged to be driven in proportion to vehicle speed and relays energized -thereby. e

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 motorgenerator; control means, automatically responsive to vehicle ,running conditions. to cause said motor-generator, arranged 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, and speed responsive means control the operation of the direct drive mechanical means and the operation of said motor-generator and including a relatively` small, noncharging generator arranged to be driven in proportion to vehicle speed and relays arranged to be energized thereby, said last named generator arranged to act as an .exciter for the motorgenerator i'leld.

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 running conditions, to cause said motorgenerator, arranged as a motor energized from said battery, to drive said compressor independently oi said live axle assembly when said vehicle is standing and, when said vehicle is in motion,y

to causey said live axle assembly to drive, through said torque transmitting means, said compressorv and said motor-generator, said motor-generator arranged as a generator to charge said battery, and speed responsive means to control the operation of the direct drive mechanical means and the operation of said motor-generator and including centrifugally controlled switches.

l0. In a vehicle, a live axle assembly; a compressor; an evaporator; a condenser; said compressor, evaporator and condenser being in refrigerant flow relationship; a unitary motorgenerator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressorand motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motor-generator, arranged as a motor energized -from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, Vwhen 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 chargesaid battery, water spray means for said condenser, and means to control automatically said water spray means ln accordance with compressor operating conditions.

tez-y; 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 11. In a vehicle; a live axle structure; a bat-`` 'l 8 v casos motor-generator and said compressor. and between said compressor and motor-generator; iirst clutch means between said live axle structure and said motor-generator and compressor;

g second clutch means between said motor-gener- -ator and compressor; speed responsive means to cause said first clutch means to disengage below a -certain speed limit. refrigeration responsive means to control th'e engagement of said second 1l clutch means, and provisions for automatically 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 trans- 26 mitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motobgeneratom ilrst clutch means between ysaid live axle structure and said motor generator and compressor; l second clutch means between said motor-generator and compressor; speedresponsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means to control the engagement ot said second 35 clutch means, and provisions ior automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, and including a iirst relay to control said rst 40 clutch means; a second relay to control said second clutch means, an exciter having an lout put in accordance with vehicle speed and arranged to control the energization o! said first relay, and arranged to introduce a time delay means in the circuit ot said second relay, and to excite the field of said motor-generator.

13. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary I0 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; iirst'clutch means between said live axle struc- Vlli ture and said motor-generator and compressor:

second clutch means between said motor-generator and compressor; speed responsive means to cause said nrst clutch means to disengage .below a certain speed limit. refrigeration responsive l0 means to control the engagement o! 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 refrigeratkin conditions,

05 and means to insure a time delay between the engagement ot said rst and second clutch means.

y i4. In a vehicle; a live axle structure: a battery; a retrigerating system-jon said vehicle including an evaporator, condenser andra unitary 70 motor-generator: a compressor; torque transmitting means from saidllive structure to said motor-generator and saidcompressor, and between said compressor and motor-guenter; iirst clutch means between nid live axle struc-- hire and said motor-generator sndco;

- motor-generator ceases to drive said compressor second clutch means between said motor-generator and compressor: speed responsive means to cause said rst clutch means to disengage below a certain speed limit, refrigeration responsive means to control the engagement oi said second vi; 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, andmeans to cause said second clutch means to become engaged beiore said motorgenerator is energized as a motor.

15. In a vehicle; a live axle structure; a battery; a rei'rigerating system on said vehicle including an evaporator, condenser anda unitary motor-generator; a compressor; torque transmitting means from said live axle structure tol said motor-generator and said compressor, and between said compressor and motor-generator; iirst 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 26 means to control 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 refrigerationcondi- 30 tions, and means to cause a time delay between the time that said torque transmitting means drives said compressor and the time that said as a motor. f A

16.` In a vehicle. a refrigerating system, an electrical system', a live axle system. connections between said systems and controls automatically controlling said connections in accordance with speedv conditions of said carV and in accord- 40 ance with atmospheric `conditions said refrigerating system including a com'pressor-condens-- er and evaporator; said electrical system including a motor-generator and a battery; said controls arranged to act to cause said motor-generator to start and stop as a motor energized from said battery with mechanical connections ance with atmospheric conditions while prevent- 55 ing operation of said motor-generator as a generator throughout a second car speed sone, said mechanical connections including a mechanical Y connection between said live axle and the motor generator, said controls arranged to act to conw nect said live axle system and said motor-generator and operation of said motor-generator as a generator to charge said battery and to conncct and disconnect between said live axle sys- .tem and said compressor in accordance with atss `rnospheric conditions throughout a third car v speed sone.

l'I. In a vehicle; a live axle a compresser; a unitary motor-generations battery:

torque transmitting means from said live .axle

assembiyizrsaid compressor and motor-generator and `between said compressor and motorgenerator: control means, automatically responsivesto vehicle rimning conditions, to cause said to act as asmotor energised" pressor: a unitary motor-generator:

tor-generator arranged to act as-a generator to charge said battery.

18. In a vehicle; a like axle assembly; a com pressor; a unitary motor-generator: a battery:vr ltorque transmitting means from said live axle y 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 motor-generator, to act as a motor energized ,-ei'rom said battery. to drive said compressor inde'- pendently 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, said control means including provisions to cause said compressor to perform a compressing action, while driven from said live axle assembly. at times when said motor-generator is not generating.

19. 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 motorgen 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 standing and, when said vehicle is in motion. to cause said live axle assemblyV to drive, through said torque Vtransmitting means. said compressor, and said motor-generator. said motor-generator arranged to act as a generator to charge saidbattery, said. control means including provisions to cause said motorgenerator to perform a generating action while driven from said live axle assembly'. at times when 'said compressor is not compressing.

20. In a vehicle: a live axle assembly, a coma 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 motor-generator. to act as a motor energized from said battery, to drive said compressor independently-oi 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 andsaid motor-generator. said motor-generator acting as a generator to charge said battery. n

2l. In a vehicle: a live axley assembly. a compressor: a unitary motor-generator;

torque transmitting means trom-said live axleassembly tov said compressor and motor-gem. `erator and between said compressor and motorgenerator: control meam. automaticalb responsive to vehicle running conditions, to cause said motor-generator, to act as.amotorenergiaedtmmsaidbattery.todrive -saidcompressorindependentlyotssidliveaxle :n.sos

and refrigeration 'l 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 acting as a generator to chargesaid battery. said control means including provisions for causing said compressor to perform a compressing action, while driven from said live axle assembly, at times when said motor-generator is not generating.

22. 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 saidcompressor 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 motorgenerator. said motorgenerator arranged to act as a generator to charge said battery, said control means including provisions to cause said motor-generator to perform a generating action while driven from said live axle assembly, at times when said compressor is n ot compressing.

2'3. 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; nrst clutch means between said live axle structure and said motor-generator' and compressor;

second clutch means between said motor-gen-l erator and compressor; speed responsive means to cause said ilrst clutch means to disengage below a certain speed limit. refrigeration responsive means controlling the engagement oi' 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.

24. In a vehicle; a live axle structure; a battery; arefrigerating system on said vehicle including an evaporator. condenser and a unitary l motoragenerator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator;

rst clutch means between said live axle structure and said motor-generatorand compressor;

-second clutch means between said motor-genyerator and compressor; speed responsive means whiledriven from said live'axle structure at,

timeswhensaidcompressorisnotcompres'sing..

25. Inavehicle; alive axlestructure: abattery: sreirigeratingsvstemonsaidvehicleincluding an evaporator, condenser and a unitary inotorfgenerator; a compressor: torque transmitting means from said live axle structure to said motor-generatorand said compressor. and between said compressor and motor-generator; ilrst clutch means between said live axle structure andsaidmotor-generatoil and-compressor; second clutch means between said motor-generator and compresor: speed responsive means to cause said nrst clutch means to disengage belowfa certain speed limit, refrigeration responsive meanscontrolling the engagement of said second clutch means, and provisions for automatically changing said motor-generator between motoring from said battery and charging saidbattery in response to running and refrigeration conditions. the arrangement being such that said compressor can .perform a compressing action while driven from s'aidliveaxlestructureattimeswhen said motorgeneratoris not generating..

26. In a vehicle; a live axle structure; a bat-` tery; a refrigerating system on said vehicle including an evaporator. condenser and a unitary motor-generator; a compresor: torque translmittingmeansfroinsaidliveaxlestructnreto said motor-generator and said compressor, and between said compressor and motor-generator;

iirst clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-gener` ator and compressor; speed responsive meansto -causesaidilrstclutchmeanstodisengagebelow 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 fiomsaidbatteryandcharaingsaidbatteryin `response to running and refrigeration conditions.

ftery:arefrigeratingsystemonsaiiivehicleincluding an evaporator.v condenser and a unitary motor-generator; a compressor. torque transmitting means frn said live axle structurefto .said motor-generator and said compressor, and

between said compressor and-motorgenerator; nrst clutch means between said live axle structure and said motor-generator and compressor;

second clutch means between said motor-generator and compresor; speed responsive means to theoperationofsaidoompressorwhendrlvenby said motor-generator actingas a motor.

mlnavehiclmaliveaxleassembly; acomprenor: a unitary motor-generator: a battery: torque transmitting means. including provisions for variationsotdrive ratio. from said live axle assemblytosaidcompressorandmotor-generator between tocausesaidmotorrnnningoonditions, l u generatontoaotasaniotorensi'gisedi'riorlisaidx` .todrivjesaidcompremorindependentlyoi Erm tage.

said motor-generator. said motor-generator arrangedtoactasageneratoriochargeaaldbattery. said control means including provisions to causesaidcompressortoperformacompressing action. while driven from said live axle assembly. amines when said motor-generator is not genera In a vehicle; a live axle assembly. a com presser; a imitary motor-generaton/n fbattery: torque transmitting means. including provisions for variations of drive ratio, fromsaid live axle assembly to said compressor and motor-generator and between said compressor andmotor-generator; control means. automatically responsive to vehicle nmning and refrigeration conditions. to cause said motor-generator, to act as a motor energized fromsaidiiattery:todrivesaidcom-` presser independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion. to cause said torque transmitting means todrive. through 'said direct drive mechanical means. said compressor and said motor,

generator. said motor-generator arranged to act as a generator to charge said battery. said control means including provisions to cause said motorgenerator to perform a generating action while driven from said live axle assembly, at times when L said compressor is not compressing.y

3l. In a vehicle; a live axle assembly; a compressor: a unitary motor-generator; a battery; torque transmitting means. including provisions for variations of drive ratio, 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 motorl generator. to act as a motor energised from said battery. to drive said compressor independently of `saisi live axle assembly when said vehicleis runningbelowaeertainspeediimitandwhen saidvehicleisrunningaboveacertainspeed limit, to causesaid live axleassembly to drive,

through said torque transmitting means. said' cnpressor and said'motor-generator, said motorianastoractingasageneratortochsrgesaid 32. In a vehieleia live axle assembly: a compressor; a unitary motor-generator; a battery: torque trammitting means, including provisions for variations of drive ratio. from said. live axle assembly to said compressor and motor-generator and between said compresor and' motor-generator: control means,l automatically responsive to running conditions. to motorsaid vehicle is running above Ilimit, to cause said live axle antes generator, act as amotorenergiaedirolnsaidV battery speed l assembly to drive, through said torque transmitting means, said compressor or said motor-generator, said motor'- generator arranged to act as a generator to charge said battery, said control means including provisions for causing said compressor to perform a compressing acti0n.,while driven from said live l as axle assembly, at times when said motor-generator is not generating.

33. In a vehicle; a live axle assembly; a compressor; a unitary. motor-generator; a battery; torque transmitting means, including provisions for. variations of drive ratio, 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 aA certain speed limit and, when above a certain speed limit, to cause said live axle assembly to drive, throughsaid torque transmitting means, said compressor and said motorgenerator, said motor-generator arranged to act as a generator to charge said battery, said control means including provisions for causing said motor-generator to perform a generating action 'while driven from said live axle assembly, vat times when said compressor is not compressing.

34. 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, including provisions for variations o1' drive ratio, from said live axle structure to' said motor-generator and said compressor, and between saldvcompressor 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 rst clutch means to dlsengage 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 lfrom said battery and charging said battery in response to running'and refrigeration conditions.

35. In a vehicle; a live axle structure; a batl tery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary 'motor-generator; a compressor; torque transmitting means, including provisions for variations of drive ratio, from said live axle structure to said motor-generator and said compressor, and between saidcompressor and motor-generator; iirst clutch means between said live axle structure and said motor-generator and compressor: second clutch means between said motor-generator and compressor; cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and

and Chrsing said batto running and refrigeration conditions, the arrangementbeing such that said 'changing said said vehicle is running speed responsive means to -1 1 motor-generator can perform a generating action while at times when said compressor is not compressing.

36. In a vehicle; tery; a retrigerating system on said vehicle including van evaporator, condenser and a unitary motor-generator: a compressor; torque transmitting means, including provisions for variations ot drive ratio, from said live axle structure to said motor-generator and vsaid compressor, and between said compressor and motor-generator; ilrst clutch means between said live axle ,structureand said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said ilrst clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically motor-generator between motoring from said battery and charging said battery in response to running andrefrigeration conditions, the arrangement being such that said compressor can perform a compressing action while driven from said live axle structure at times when said motorgenerator is not generating. y

37. In a vehicle; a live axle structure; a bat- ,tery; a refrigerating system on said vehicle inof drive ratio, from said live axle structure to said motor-generator and said compressor, and

between said compressor and motor-generator;

ilrst clutch means between said live axle structure and said motor-generator and compressorysecond clutch means between said motor-generator and compressor; said iir'st 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 chargingsaid battery in response to running the arrangement being such that said motorge'nerator can perform a generating action while driven from said live axle' structure -at times when said compressor is not compressing and that said compressor can perform a compressing action while driven from said live axle structure at times wheny said motor-generator is not generating.l

38. In a vehicle; a livey axle structure,\a battery; a refrigerating system on said vehie including an evaporator,'condenser and a unitary motor-generator: a compressor; torque transmitting means, including provisions for variations of drive ratio, from said live 'axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; rst 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 ilrst 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 4to ninning and refrigeration conditions,

Vdriven from said live axley structure a live axle structure; afbatand refrigeration conditions,`

speed responsive means to cause saidrefrigeration responsive means controlling 39. Inga vehicle; a power source.: a compresa unitary motor-generator; a battery;

` torque transmitting means fromA said' power source to said compressor and motor-generator and' between said 'compressor and motor-generator: control means, automatically responsive to the stopping of said power source, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said power source when said power source does not furnish power and, when said power source furnishes power to Acause said power source to drive. through said torque transmitting means, said compressor and said motorgenerator, said motor-generator arranged to act as a generator to charge said battery.

40. In a vehicle; a power source; a compresso a unitary motor-generator; a source of electrical energy; torque transmitting means from said power source to said compressor and motor-gencontrol means including provision to cause saidY motor-generator to perform a generating action while driven from said power source, at times when said compressor is not compressing.

41. In a vehicle; a power source; a compressor: a unitary motor-generator; a source of electrical energy; torque transmitting means from, said power source to, said compressor and motor-generator and between said compressor and motorgenerator; control means, automatically responsive to the stopping of'said power source, to cause said motor-generator, to act as a motor energized from said source of electricalenergy, to

drive said compressor independently of said power source when said power source does not furnish power and, when said power source furnishes power, to cause said power source 'to drive. through said torque transmitting means, said compressor and said motor-generator, said motor-generator acting as a generator to supply electrical energy. l I

42. In a vehicle; a rst power source on said vehicle; a compressor; a` second power source on said vehicle; a dynamo-electric machine hav ing a single shaft; torque transmitting means between said shaft and said compressor; means for supplying power to said dynamo-electric ma'- chine `from said rst power source; Vcontrol means, automatically responsive to the stopping of said first power source, to cause said dynamoelectric machine, to be energized from said s econd power source, to drive said compressor independently of said first power-source when said rst power source does notfurnish power md,

amos

when said ilrst power source furnishes power, to cause said rst power source to supply power for operating both said dynamo-electric macnmeand said. compressor.

43. In a vehicle. a compressor, a condenser and evaporator in refrigerant flow relationship, a rotating part movingin relationship with the movement of said vehicle, a variable ratio drive Y comprising a direct mechanical connection between said part and compressor. a motor operatively connected to said compressor, a source of electric current on said vehicle, circuit connections between said source of electric current and said motor, means for automatically changing the operation of said compressor from said variable ratio drive to said motor in accordance with the speed of said vehicle, and means creating a time lag between the operation of said compressor by the variable speed ratio and by said motor.

44. In a vehicle, a compressor, condenser and evaporator in refrigerant fio`w relationship, a variable ratio drive connected -to an axle of said lvehicle, torque transmitting means between said compressor and said variable ratio drive, a dynamo-eiectric machine connected to' said drive, means for driving said compressor by energy from said dynamo-electric machine in accordance with conditions created by said evaporator.

45. In a vehicle, a compressor, condenser and evaporator in refrigerant how relationship, a variable ratio drive connected to an axle of said vehicle, torque transmitting means between said compressor and said variable ratio drive,- a dynamo-electric machine connected to said drive,

I means for driving said compressor by energy from said dynamo-electric machine in4 accordance with conditions created by said evaporator, means for forcibly flowing a stream of air in ther mal contact with said evaporator, said last named means being driven by energy from said dynamo-electric machine.

46. Drive means for a refrigerant compressor for use in a vehicle comprising a variable ratio drive connected to an axle of said vehicle, torque transmitting means between said compressor and said variable ratio drive, a dynamo-electric machineconnected to said drive, means for driving said compressor by energy -from said dynamoelectric machine.

.47. In combination with a vehicle, a compressor, a condenser, an evaporator, refrigerant how connections between said compressor, condenser l and evaporator, driving meansincluding a rotating part, a direct mechanical connection between said part and compressor, a motor operatively connected to said compressor, a source of electric current for energizing said motor, means for changing the operation of said compressor from said driving means to said motor, and means creating a lag between the operation of said com-V pressor by said driving meansfand by said motor whereby operation of said compressor by said motor is prevented until said compressor has stopped.

CHARLES 'ru HENNEY. CHARLES 1. PAULUs.

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