US2538382A - Precooling combination for precooling a through-lading-load in the usual side door refrigerator car - Google Patents

Description

Jan. 16, 1951 F. J. REILLY 2,533,382

PRECOOLING COMBINATION FOR PRECOOLING A THROUGH-LADING-LOAD IN THE USUAL SIDE DOOR REFRIGERATOR CAR Original Filed March 16, 1945 2 Sheets-Sheet l Jan. 16, 1951 F. J. REILLY PRECOOLING COMBINATION FOR PRECOOLING A THROUGH-LADING-LOAD IN THE USUAL SIDE DOOR REFRIGERATOR CAR Original Filed March 16, 1945 2 Sheets-Sheet 2 zzw Patented Jan. 16, 1951 PRECOOLING' CC MBINATION FOR PRE COOL- IN G A THROUGH-LADING-LOAD IN THE USUAL SIDE DOOR REFRIGERATOR CAR Frank J. Reilly, Winter Park, Fla., assignor of one-third to Clarence J. Loftus, Chicago, Ill.

Original application March 16, 1945, Serial No.

Divided and this application March 12, 1948, Serial N0..14,584.

1 Claim. 1

The present invention relates to a combination for cooling a through-lading-load of crated perishable produce efficiently, quickly and uniformly throughout the load, while in the usual side door transportation car;

This application is a division of my application, Serial No. 583,097, filed March 16, 1945, now Patent No. 2,439,487, granted April 13, 1948.

Prior to my invention pre-cooling of such cars, loaded with perishable produce such as fruit, was used quite extensively, The typical procedure involved loading of such cars at both ends with a large squeeze space between. Air was introduced at one level of the car and removed at the other, continuously, in one direction- The old practices. and systems. were objectionable for various reasons. Principally, they did not permit a through-lading-load, and, secondly, such loading, as was permitted, could not be uniformly precooled throu hout the load-there generally being a variation of 28 degrees between sect-ions of the load. However, with my invention, typical tests show that the average temperature on the bottom: of the car is 49.2 degrees, the middle of the car 50.9 degrees, and the top of the car 49.3 degrees. These are actual fruit temperatures and not air temperatures. Thus, these tests demonstrate that my present apparatus affords a uniform cooling throughout the load.

My invention affords an initial pre-cooling of the load in the car to a substantially even predetermined temperature throughout without overcooling or undercooling. It also materially reduces the amount of time required for initial pre-cooling, which is extremely important as it does not tie up the transportation car unduly, as was true with the old prior expedients.

A further object of my invention is to provide an improved pre-cooling system wherein the effective surfaces exposed to the cooling medium are increased by intermittently reversing, during the initial cooling period, the direction of the how of the cooling medium throughout the load.

More specifically, it is one of the principal objects of my invention to provide, in combination, an alternate high and low compression air chamber projecting transverselyof and into a throughlading-load midway of the car, opposite the side door, having communication throughout its height with vertical and horizontal airpassages in the crated load, with a readily reversible precooling apparatus, positioned outside of the car, having an upper and lower two-way air ductthe latter having open communication and coop eration with the alternate high and low air compression chamber in the car.

This air chamber may extend across the load transversely, or project transversely, into the load to aiiord good distribution of the cooling medium and it projecting under pressure, substantially at the center of the load, both vertically and longitudinally; the air chamber being so arranged as to permit the cooling medium to be shot into the load, (except through its top) in practically all directions throughout its height.

My combination permits a continuous and through-lading-load' throughout the car above the air chamber and on both sides thereof. In practice, the ladin consistin of crates, boxes or other similar containers is preferably placed in rows above and on both sides of the air chamber throughout the car in such manner that vertical and longitudinal air spaces are present between the various rows of containers throughout the car.

The above and other features, advantages and capabilities will become apparent by reference to the following description taken in connection with accompanying drawings, wherein:

Fig. I is a representation of the application of my present invention to the usual side door refrigerator car;

Fig. 2 is a cross-sectional view taken substantially on the line 2-2. of Fig. 1;

Fig. 3. is a detailed view of a portion of the mechanisms shown in Figs, 1 and 2;

Fig; 4 is. an enlarged view of the apparatus illustrated in Fig. 2 taken substantially on the line 44.;

Fig. 5 is similar to Fig. 4. showing the apparatus in a different operating condition; and

Fig, 6 shows a slight modification of the structure which afiords, or provides for, the transverse alternate high and low compression air chamber, preferably used in practice.

Referring more particularly to Fig. 1 there is shown a refrigerator car I I having therein a through-Iading-load l2 of crated perishable produce which isto be pre-cooled prior to shipmerit, One door I 3 of the refrigerator car is opened 50 that a plurality of flexible ducts M and may be associated therewith. The ducts I 4 and 15 are connected to an air conditioning apparatus housed in a cabinet it which may be mounted so a to be readily movable. By referring to Figs. 2 and 4 it will. be seen that the housing or cabinet 16 contains a motor ll connected by a belt I 8 to an impeller fan I9. The

fan l9, as shown in Fig. 4, supplies air to the duct l5. Interposed between the duct l5 and the fan I 9 are a plurality of cooling or refrigerating pipes 2| which may have associated therewith on either side dehydrating apparatus 22. Similar apparatus i interposed between the duct 14 and the outlet located just above the housin of the fan l9. Thus air conditioning refrigerating or cooling pipes are provided together with the dehydrating apparatus 24. The outer ends of the ducts l4 and i5 are connected to a false door having the lower opening 26 and an upper opening 21. The fan is is housed within a chamber 28 so that the fan I!) circulates and recirculates the air through the housing 28, the ducts l4 and I5, and the interior of a refrigerator car ll.

A5 will be seen from both Figs. 1 and 2, the lading preferably consists of crates or other similar containers which are placed in rows such that vertical and longitudinal air spaces are left between the several rows of containers.

In order that the cooling pipes 2i and 23 may cool the air by absorbing heat therefrom, the cabinet I6 is provided with a compressor or compressors such as the compressors 2S} and ill which may be driven from a suitable motor 32. The compressors 31 are connected to a suitable condenser 32 mounted within a chamber 33. The condenser may constitute any suitable apparatus or configuration of pipes which is to be air cooled.

In order to facilitate the cooling of the condenser 32, the chamber 33 is provided with a plurality of water cooling jets 34 which together with the air passing through the chamber 33 dissipate the heat in the condenser tubes. The chamber 33 is provided with an air inlet 35 from which air passes upwardly past the spray jets 34 and through the coils of the condenser 32 whereupon the air is forced outwardly from the chamber by a fan 35 driven by a suitable motor 37. The apparatus utilized for supplying a cooling medium to the air conditioning pipes 21 and 23 may be of any suitable type.

As may be seen from Figs. 1, 2 and 3 there is mounted exteriorly of the cabinet it a crank 38 connected toa ratchet wheel 39 arranged for cooperation with a pawl 4|. The ratchet wheel 39 is keyed to a sprocket wheel 42 which engages the endless chain of belt 43 connected to drive a sprocket wheel 44. The sprocket wheel 44 is connected to suitable means for orienting the housing 19 of the blower fan. From Fig. 2 it will be seen that while only one fan has been mentioned actually two or more fans l9 may be used, and both housings for these fans are connected together so that the outlet may selectively be arranged for operation either into the lower duct I5 or the upper duct It. In Fig. 4 the fan i9 is directing the air outwardly through the duct [5 whereas in Fig. 5 the fan I9 is directing the air outwardly to the upper duct [4.

In accordance with the present invention it is intended to supply an air conditioning fluid medium such as air, gas, or the like to the lading so that the cool air movesin one direction toward, and through, the lading for a predetermined time and thereafter the direction of the air is reversed to that the cool air moves in the opposite direction toward, and through, the lading.

This operation may be repeated until the load cools down evenly and rapidly throughout. To illustrate this reversal in the direction of the flow of the air conditioning medium, the manually operable crank 38 has been shown for moving the outlet of the fan 19 to either of the positions shown in Fig. 4 or Fig. 5, since other reversing means may be employed to provide automatically operable means for producing this reversal of the flow of air either in accordance with a predetermined time cycle or in response to temperature differences between the air and the produce. Such operation may be obtained by the proper location of thermostats positioned within the refrigerator car II.

If a reversal of the flow of the circulating air is not provided, a typical operation might be as follows. Assuming that the produce or fruit is loaded in the car at a temperature of degrees F., and air entering the car from an air conditioning unit is at 39 degrees F., at the end of six hours operation, the cooler portion of the load may be at 45 degrees F., whereas the hotter portion of the load may be as much as twenty degrees higher. If only fifteen degrees difference is found between the hotter and cooler portions of the load, it will be found that three hours after the termination of cooling, the average temperature will be about 55 degrees.

In order to avoid this rise of temperature, periodic reversal of the flow of air is provided so that in the arrangement, such as shown in the drawing, both the top and bottom of the load may be reduced uniformly throughout to the lower temperature mentioned.

An important feature of my present combination is the provision of an alternate high and low compression air chamber extending, or projectand in open communication with the lower twoway duct of the apparatus outside the car, which air chamber is in open communication throughout its height so as to permit shooting, or projecting, the cooling medium into the center of the load in all directions, except through the top of the chamber.

In Figs. 1, 2, 4 and 5 this air chamber is formed by a substantially imperforated member 45 supported on rows of containers at the center of the car opposite the side door opening and s0 arranged that crates may be positioned continuously from end to end of the car above the top of the air chamber and on either side thereof. This air chamber is in open communication with the load at the center of the car throughout the height of the chamber. In the modified form shown in Fig. 6, instead of the member 45 being supported on crates or containers, it is supported on suitable struts 45A to afford the high and low compression air chamber 453.

Another advantage obtained from the reversal of the flow of the COOllIlg medium through the refrigerator car is that the pattern of the air distribution is changed so that those portions of the load which might not be contacted by as great an air flow in one direction will be contacted to a greater degree when the air flow is in the opposite direction. Thus the total surface presented to the cooling air is increased. Furthermore the rate of cooling is dependent upon the difference of the temperature between the incoming air and the load which the'incoming air strikes. By reversin the flow of the air through the refrigerator car H, the warmer portion of the load is periodically subjected to the cooler air flow.

As will be seen in the drawing, the two-way ducts are spaced apart and the member 25 is provided with a gasket 25A, preferably made of compressible spunge rubber, adapted to tightly press against the crates or boxes forming the lading when the apparatus is in normal operation.

From the foregoing it is apparent that it is possible to perform the pre-cooling work within the limitation of railroad schedules since produce is loaded and sold for specific delivery dates based on such schedules.

While for the purpose of illustrating and describing the present invention, a certain embodiment has been shown and a particular application has been described, it is to be under stood that the invention is not to be limited thereby, since such variations and applications are contemplated as may be commensurate with the spirit and scope of the invention set forth in the following claim.

Having thus described the invention, what I claim as new and desire to secure by United States Letters Patent is:

In a system adapted for pre-cooling a throughlading load of perishable produce in the usual side door refrigerator car uniformly throughout the load, the combination of an alternate high and low compression air chamber of a height 6 less than the height of the load and extending transversely into the lading mid-way of the car below a portion of the load and opposite the side door opening in open communication throughout its height with the lading in the car and a readily reversible pre-cooling device positioned outside the car having upper and lower two-way air ducts, the latter adapted for cooperative open communication with the said alternate high and low compression chamber in the car substantially as and for the purpose described.

FRANK J. REILLY.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,695,78 l Sternberg Dec. 18, 1928 2,050,597 Younger Aug. 11, 1936 2,27%,162 Preble Feb. 24, 19 12 2,293,316 Stebbins Aug. 18, 1942 2,293,350 Reilly Aug. 18, 1942 2,439,487 Reilly Apr. 13, 1943

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