IMPROVEMENTS IN REFRIGERATOR CARS
Year: 1883

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LETTERS PATENT to Cassius. Clay Palmer, of Oakland, in the State of
California, United States of America for an Invention of "IMPROVEMENTS
IN REFRIGERATOR CARS"
.
COMPLETE SPECIFICATION filed by the said Cassius Clay Palmer at the
Office of the Commissioners of Patents on the 18th December 1883.
CASSIUS CLAY PALMER, of Oakland, in the State of California, United States
of America IMPROVEMENTS IN REFRIGERATOR CARS
The object of my invention is to construct a machine, which may be used to
advantage to refrigerate air in railroad cars, by means of the compression, cooling
and expansion of a volatile fluid; and which machine is also especially adapted for
'employing chloride of ethyl as the volatile fluid.
In the drawings, figure 1 represents a vertical section through the line 1, 1, of
figure 3. Figure 2 represents a vertical section through the line 2, 2, of figure 3,
the casing of the condenser being partially broken away to show the arrangement of
pipes within. Figure 3 is a vertical transverse section through the line 3, 3,
figure 1. Figures 4 and 5 represent detailed views of the belt tightening
mechanism. Figures 6 and 7 represent two views of the pump used for com-
municating the expansive force of the air to compress the volatile fluid. Figure 8
represents a section through the cylinders of the pump or engine on the line 2, z,
figure 7. Figure 9 represents a cross-section of the same thing on the line y, y, of
figure 6. Figure 10 represents in detail the casing and absorbent covering of the
air compressing cylinders.
The apparatus may be divided into two parts. First. The apparatus by means
of which the gas compressing engine is driven.
This apparatus may be used on cars to advantage for driving engines or other
machines, such as dynamo machines, which may be located on the car for generating
electricity for electric lighting or other purposes.
Second. The apparatus for compressing the gas, cooling it, expanding it and
conducting the air into such proximity to it, that the heat of the air is absorbed
by the gas.

page_text: When my apparatus is applied to a refrigerating car, the walls of the car are
constructed in a non-conducting manner, and the interior of the car is divided into
four compartments as follows:-
A is the compartment where the articles to be refrigerated are placed and which
when used for meat is provided at its top with rods a, a, running longitudinally
along the ceiling to which are attached the meat hooks a¹, a¹¹, a¹¹¹, a11. A suitable
air duct or ducts is arranged within this chamber for the purpose of distributing
or drawing off the air at such points as to keep up an equable distribution of the
cold air among the articles being refrigerated. In the drawing this duct is
represented at b, as extending longitudinally along the centre of the ceiling of the
car with perforations at frequent intervals and into which the air from the car is
drawn.
B is a compartment which is preferably located as shown, at one end of the
apartment A, and which is used for enclosing a fan blower (in case a fan blower is
used) and the refrigerator of the air cooling apparatus. The air duct b, in the
arrangement shown in the drawings connects with this compartment B at its top and
an oblong opening b¹, extends preferably all the way across the car connecting the
bottom of the compartment B with the bottom of the compartment A. By this
arrangement when the fan blower c, is revolved in the manner hereinafter referred to,
the air is drawn into the openings of the duct b, conducted to the compartment B,
where it comes in contact with the refrigerator of the air cooling apparatus and
whence it is discharged through the opening b¹, and into the compartment A, to be
again drawn into the duct b, and the operation repeated. The arrows in figure 1,
represent the direction taken by the air in being thus circulated.
C, is the compartment in which is placed the machinery for compressing the
volatile fluid; and this compartment is preferably separated from the compartment B
by a non-conducting wall as shown.
D, figure 3 is a compartment within which the condenser for cooling the volatile
fluid is enclosed. This compartment D in the drawing is represented as L-shaped
and extending partly across the ceiling of the comparment C, and partly down one
side of said compartment.
I will now describe the apparatus which I prefer to use for applying power to
drive the gas compressing engine.
In constructing an apparatus of this kind on a railroad car to receive power from
the axle of the car, it is desirable that provision should be made so that the varying
speeds at which the axle revolves shall not produce a corresponding variation at.
the point of application of the power; it is also desirable that while the axles are
revolving sufficient power should be stored to continue to drive the apparatus for
a considerable time after the revolution of the axle has ceased to provide for the
detentions which a railroad car is subject to.
Upon one of the axles d, I place a pulley 1; around this pulley is placed a
driving belt e, which extends through an opening of the floor of the car and around
the driven pulley 2, which also acts as a fly-wheel of the air compressing engine.
The air compressing engine is preferably located in one corner of the compartment C,
and is of any ordinary construction, though, I prefer to have it constructed with
two single acting cylinders, 3, 4. (figures 3 and 10) enclosed within a wooden
casing, which confines a jacket of air around the cylinders 3, 4 and prevents the
compartment C, becoming heated from those cylinders. To still further carry off
the heat generated by compressing the air in these cylinders 3 and 4, I locate a
funnel g, upon the roof of the car and connect it by a pipe g¹ with the interior of
the casing. Another pipe, not shown in the drawing, is arranged to connect the
interior of the casing f, with the outside atmosphere in any convenient way so that
the motion of the car causes air to enter the funnel g, and thence through the
pipe g¹, into the casing f, whence it escapes through the other air duct already
referred to, and thus the air within the casing f, is constantly changed and the heat
generated by the compression cylinder is carried off into the open air. Thé
carrying off of this heat may be still further facilitated by enveloping the cylinders
↓

page_text: within the casing f, with a wrapping of absorbent fibrous material, shown in
figures 2 and 10 at f¹. When this fibrous material is used a water pipe f¹¹, is
arranged to convey to it a very small quantity of water from the water reservoir
situated on top of the car so as to keep the fibrous material f1 constantly moist
and thereby aid the removal of the heat from the cylinders 3, 4, by the evaporation
of the water.
The pistons within the cylinders 3, 4, are driven from the same crank-shaft 5,
provided with two fly-wheels 2 and 6. The suction pipe of this air compressing
engine may be arranged in any suitable manner to take the air to be compressed,
either from the atmosphere outside of the car, or from the atmosphere within the
chill room of the car, though in the arrangement shown in the drawing the air to
supply the air pump enters into the compartment D, through the funnel h, passes
in contact with the outside of the pipes of the condenser and is thence conducted
to the cylinders of the air compressor through the pipe i. In this pipe, between
the chamber D and the compression cylinders, is introduced an automatic
cut-off-valve j, which is connected by a pipe j¹, with the. discharge pipes from the
compression cylinders in such a way that when the compression of the air in these
discharge pipes reaches a certain point the supply of air to the compression
cylinders will be automatically cut off and they will be run in a vacuum, thus
preventing the performance by them of unnecessary work. 7, 7, are the discharge
pipes from the air compressing cylinders, which serve to conduct the compressed
air from those cylinders to one or more compressed air receptacles, such as 8, 8, 8, 8,
which are shown as located under the car, but which may be located on top or at
any other convenient place. These compressed air receptacles are preferably made
in the form of cylinders, extending preferably longitudinally under the car and
constructed as long as the distances between the trucks will permit. They are
preferably about 14 inches in diameter, and about 4 in number, though their size
and number may be increased or diminished as the space will permit. A check
valve 9 is located in each pipe 7 to prevent any air from returning from the
cylinders 8, 8, 8, 8, to the compressing cylinders 3, 4. 10, is a pipe connecting the
compressed air cylinders 8, with the gas compressing engine, and in this pipe is
located a check valve 11, which prevents any compressed air which has passed out
of the cylinders 8, from returning thereto. For the purpose of supplying the
compressed air at a uniform pressure to the fluid condensing pump, I introduce in
the pipe 10 an automatic pressure reducing valve k, and a compressed air
reservoir . By setting the valve k, at the pressure requisite for driving the fluid
compressing pump, the reservoir l, is made to contain compressed air always at that
pressure and hence the velocity of the fluid compression pump is preserved constant
no matter how high the pressure in the cylinders 8, 8, 8, 8, may become.
Figures 4 and 5 show a mechanism for keeping the driving belt, e, tight and yet
allowing for sufficient extension of it to provide for the passing of the car around
curves and for the action of the springs of the car. An elevation of this
mechanism is shown in figures 2 and 4. This tightening mechanism consists of
two friction rollers 12, 12, mounted upon guides 13, 13. The belt e, is passed between
the rollers 12, 12, as shown in figure 2, which are caused to bear against it on each
side by suitable mechanism for pressing the rollers towards each other with a
yielding pressure. This mechanism as shown in the drawing consists of the
combination of a lever 14, pivoted to the bearings of one of the pulleys 12,
provided on its longer arm with a weight and having its short arm secured to a
spiral spring u, which is connected with the bearings of the other pulley and is of
such length that when the two rollers are pressing against the belt from opposite
directions, the weight will be raised in the position indicated in figures 2 and 4.
In passing around curves the belt will sometimes be inclined so that one side of it
would tend to press more heavily upon the pulleys 12, 12, than the other side. To
avoid this inequality of pressure the connections between the axles of the
pulleys 12, 12, and sliding carriages t, t, in which the bearings of these axles are
located are made in the form of universal joints so as to permit the two pulleys to

page_text: occupy positions in the guides 13 which will cause the pulleys to be inclined in
accordance with the inclination of the belt.
For the purpose of preventing cinders or dust coming in contact with the
pulley 1, or belt or other parts of the apparatus I surround the pulley 1 on three
sides by a metallic box or case 15, which is firmly secured to the stationary spring
timber m, of the truck by a bracket as shown in figure 2. This casing 15, is
connected with the floor of the car by a flexible (preferably canvas) apron n, which
excludes dust or ashes and at the same time permits of the relative motion between
the truck and body of the car.
The operation of the mechanism which I have just described for driving the gas
engine is as follows:-The motion of the car axle is communicated to the air
compressing pump through the medium of the driving belt, which belt is kept
tight by the mechanism shown in figures 4 and 5. The air compressing engine
takes air either from the outside atmosphere or from the interior of the chill room,
compresses it and forces it through the pipe 7 into the cylinders 8, 8, 8, 8, where it
is retained under pressure. In order to prevent the pressure of the air within the
cylinders 8, 8, 8, 8, from rising beyond a certain point I adopt either of two
devices, I either place in the pipe 7, a poppet valve, which is regulated to blow off
at the pressure which I desire to keep in the cylinders or I place in the suction
pipe of the air pump a cut-off valve, which is governed by the pressure generated
in the pipe 7 and cylinders 8 so as to close the suction pipe when the pressure
The latter is
reaches a certain point and cause the pump to run under a vacuum.
the arrangement which I have shown in the drawings. In this manner any desired
pressure of air can be produced in the cylinders 8, which in practice will be in the
neighborhood of from 80 to 100 pounds. The pressure requisite for compressing
chloride of ethyl (if that is the volatile fluid used) is only from 10 to 20 pounds.
In order to supply the compressed air from the cylinders 8, to the cylinders of the
gas compressing engine uniformly at about this pressure, I place in the pipe 10 one
of the well known forms of valve which is adapted for automatically regulating
the pressure at which air is supplied to the gas compressing pump. By this
arrangement air is stored in the cylinders 8, under pressure, which will continue to
operate the gas compressing pump for a considerable time after the car has stopped,
and the pressure under which the air is supplied to the gas compressing pump
continues to be uniform, independent of any variation in the velocity of rotation
of the axle of the car. This result is facilitated and insured by the interposition
of the cylinder l, in the pipe 10.
The apparatus which I have just described may be used to advantage on cars
for running apparatus other than the refrigerating apparatus which I am about to
describe, and I do not intend to limit myself to its application to refrigerating
apparatus, excepting where such limitation is expressed in the claims.
Having described the apparatus which supplies and stores power to drive the gas
engine, I will now proceed to describe the arrangement of the apparatus by which
the refrigeration of the air within the car is produced. This apparatus consists
of three principal parts. (1.) The gas compressing pump which is shown in
figures 1, 3, 5, 6, 7 and 8. (2) The condenser, which is shown in figures 1, 2 and 3.
(3) The refrigerator, which is shown in figures 1 and 2.
I prefer to arrange the gas compressing engine on the opposite side of the
compartment C, from that occupied by the air compressing punip already referred
to and sufficiently distant from the end of the car to provide room between it and
the end of the car and at one side of the air compressing pump for an attendant to
enter for the purpose of oiling or regulating the machinery. This gas compressing
pump contains two cylinders, an air cylinder 16, about 4 inches in diameter
by 10 inches long and a gas cylinder 17, about 5 inches in diameter and 8 inches
long, and each provided with a piston connected with the same crank-shaft 18.
The compressed air is admitted into the cylinder 16 through the pipe 19, leading
from the reservoir l, which pipe is provided with a valve which is connected with
suitable mechanism for cutting the air off at about half stroke in each direction so

page_text: that the latter half of each stroke is performed by the expansion of the air in the
cylinder 16. The cylinder 16 is a double acting cylinder and its ends project
sufficiently beyond the ends of the cylinder 17 to permit the escape passages 20
and 21 for the expanded air from the cylinder 16 to pass within the heads of the
cylinder 17 as shown in figure 9. By this construction the expanded air, which by
reason of its expansion is lowered in temperature, absorbs some of the heat from the
gas being compressed in the cylinder 17, and a considerable amount of economy is
produced. The capacity of the cylinder 16 is preferably made about the same as
the capacity of the cylinder 17 and for this purpose the diameter of the cylinder 16
is sufficiently less than the diameter of the cylinder 17 to compensate for the extent
to which the length of the cylinder 16 exceeds the length of the cylinder 17. By
having the cylinder 16 longer than the cylinder 17, as described, not only is the
economy already referred to produced, but the additional length of stroke which is
thus afforded enables the expansion of the air to take place with greater efficiency
in the cylinders and less air is required to produce the required results. As a
means of accomplishing further economy, I construct around the air-expanding
cylinder 16, a chamber 22, shown in figures 8 and 9; 23 is an outlet from the
cylinder 17 to the chamber 22, through which compressed gas escapes from the
cylinder 17. 24 is an outlet pipe from the chamber 22 through which the com-
pressed gas is conducted to the condenser. This construction causes the gas, after
being compressed in the cylinder 17 to traverse the chamber 22 surrounding the
cylinder 16 and the exterior of the cylinder being cooled by the expansion of the
air within it, a considerable quantity of the heat in the compressed gas passing
around it is absorbed by said cylinder, which not only produces economy of cold
but also prevents the accumulation of frost on the exterior of the cylinder 16,
which would be the case if said cylinder exposed to the ordinary action of the
atmosphere, and also prevents the accumulation of frost or ice in the valves,
since in circulating through the chamber 22, the compressed gas also passes around
the cut off valve contained within the pipe 19. It will be understood that the
relative lengths of the cranks on shaft 18 are properly regulated in accordance
with the difference in the length of stroke required by the two cylinders 16 and 17.
25 and 26 are fly-wheels located on the crank-shaft 18. Around one of these
fly-wheels, as 25, may be passed a belt o, so as to drive the fan c, through the
medium of the pulley p, located upon its shaft, which for that purpose extends
through the partition between the compartments D and C.
The passages 20 and 21, already referred to, are connected by pipes 20 and 21
with the pipes 27 and 28. One of these pipes, 27, leads to the chamber D and
serves to conduct a portion of the expanded air from the gas compressor, which is
at a somewhat low temperature, into the chamber D, surrounding the condenser
where it absorbs heat from the condenser, and passes thence through a suitable
opening out into the atmosphere. The other of these pipes, 28, leads into the
compartment B, and serves to conduct a portion of the expuded air into the
chamber B where it mingles with the atmosphere of the chil: room and serves to
supply any leakage of air from that chamber, and at the same time to keep up a
slight internal pressure of the atmosphere within that chamber so as to prevent the
entrance of dust and heated air which would otherwise be carried into the chamber
through crevices by any external air which might enter. The discharge of this
pipe, 28, is preferably located, as shown, in the upper portion of the compartment B,
so that the expanded air may be still further cooled by contact with the refrigerator
before it escapes into the chill room proper. In case the suction pipe of the air
compressing pump, instead of being connected with the atmosphere, is, as already
suggested, connected with the chill room of the car, then the pipe 27, instead of
being connected with the chamber B surrounding the condenser should be omitted,
and the pipe 28 made sufficiently large to discharge all of the expanded air into
the chamber B, where it would be cooled by the refrigerator preparatory to being
returned to the chill room. 30 is the pipe through which the gas is supplied to

page_text: cylinder 17 for compression. This gas is taken from the refrigerator, with the
interior of which the pipe 30 is connected at the top, as shown in figures 1, 2, 3.
The refrigerator is located within the chamber B, and consists preferably of two
or more horizontal parallel pipes 31, connected with one another, and extending
through the chamber B from one side of the car to the other near its top, and also
two or more similar pipes connected with one another and extending horizontally
through the chamber B near its bottom from one side of the car to the other.
These pipes 31 are preferably each about 21, inches in diameter, 32 are vertical
pipes, each about one inch in diameter, which connect the upper and lower pipes 31
at frequent intervals along their length; there being about 1 inch space between
each pair of pipes 32. 33 is a pipe connecting the refrigerator with the condenser,
through which pipe the compressed gas is conducted from the condenser, in which
it is cooled, to the refrigerator in which it is expanded. In this pipe 33 a valve 34
is located which may be adjusted so as to regulate the supply of the liquified gas
and keep the area of the supply opening sufficiently small with reference to the
exhaust pipe 30, for the purpose of causing the gas pump to produce a partial
vacuum within the pipes 31 and 32 of the refrigerator and thus cause the gas
admitted through the pipe 33 to be expanded in a partial vacuum.
If found desirable, within the chamber B, and around pipes 32 of the refrigerator,
deflectors may be located for causing the air, in its passage through the chamber, to
take a circuitous passage around the pipes and thus be brought in close contact
with them for the purpose of being cooled.
The condenser is shown in figures 1, 2, and 3, and is located within the
compartment D, which for economy of space I prefer to arrange in such manner
that it projects above the space occupied by the air and gas compressing pumps
and to a short distance at the side of said space. The condenser itself consists of
two pipes 36 and 37, which are about two inches in diameter, and extend
horizontally across the chamber D, in about the position shown. These are
connected by the pipes 38, at frequent intervals, such pipes being about 1 inch in
diameter. 39 is a pipe connecting one end of the condenser with the gas
compressing engine. And, as already stated, the other end of the condenser is
connected with the refrigerator by the pipe 33. For the purpose of removing the
heat from the compressed gas passing through the pipes of the condenser, I cause a
portion of the expanded air escaping from the gas pump in the cold state to pass
through the chamber D, as already described, or in case this shall not be considered
sufficient to sufficiently cool the gas within the condenser, I arrange a tank q, upon
the roof of the car, from which a suitable pipe conducts water into the chamber D,
and distributes it upon the absorbent fibrous covering 7, which lays in contact with
the pipes of the condenser. In addition to this covering I also prefer to envelope
each of the pipes of the condenser with a thin wrapping of some material, like
linen lawn; the object of both this envelope and the covering r, being to absorb the
water received from the tank q, and distribute it in contact with the pipes so that
by its evaporation the cooling of those pipes is greatly facilitated.
When it is preferred a funnel h, may be arranged upon the outside of the car
connecting with the chamber D, surrounding the condenser, in such manner that
the motion of the car in running will cause a current of air to be received in the
funnel and conducted thence over the pipes of the condenser and allowed to escape
through openings in the rear of the car, or as shown, through the funnel s.
Or any
of the means already pointed out for cooling the condenser may be used in
connection with the others.
The operation of the apparatus for refrigerating the air may be described as
follows. The compressed air for driving the gas compressor having been stored in
the cylinders 8, as already described, is, in the manner already described, delivered
to the gas compressing pump so as to drive the same at a uniform rate of speed,
and in passing from the air expansion cylinder of the gas compressing pump, it
passes as already described through such passages, adjacent of the compression

page_text: cylinder, as to absorb considerable of the heat which is generated by the
compression of the gas. The gas after being compressed in the cylinder 17 by the
power thus supplied is conducted thence through pipe 39 to the condenser where it
remains sufficiently long to be cooled by contact with the circulating air or water
surrounding the pipes of the condenser. Having been cooled within the pipes of
the condenser the gas, in a liquid condition, passes through pipe 33, to the pipes 31
and 32 of the refrigerator within which it is expanded in a partial vacuum so as to
produce intense cold. The intensity of this cold can be regulated to a considerable
extent by means of the valve 34, already described, within the pipe 33, which
regulates the extent of vacuum under which the gas is expanded. From the
refrigerator the gas in the expanded state is conveyed through the pipe 30, back to
the gas compressing pump, after which the same operation is repeated upon the
gas. The air within the chill room passes up through openings in the pipe b, and
is conducted through said pipe into the chamber B, surrounding the cold pipes of
the refrigerator, and having been in contact with said pipes a sufficiently long time
to be cooled, the said air escapes through the opening b¹, or conduits connected
with said opening back into the chill room. This circulation may be intensified by
the operation of the fan-blower c.
.
The volatile fluid which I prefer to employ in working my apparatus is chloride
of ethyl, because it possesses many advantages, but other fluids may be employed
to advantage.
It will be noticed that by the arrangement of the check valve 34 in the supply
pipe 33 the fluid is practically under compression up to.the point of the check valve
and the vacuum under which the expansion of the fluid takes place does not
commence until the check valve is passed. This check valve is located in the pipe 33
near to where that pipe enters the pipes 31 of the refrigerator so that the greater
part of the expansion of the gas takes place in the lower pipes 31 of the refri-
gerator, and whatever crystals are formed in this expansion are practically
deposited in these enlarged pipes 31, so as not to obstruct the flow of gas. In case
any are deposited in the pipe 33 between the check valve 34 and where that pipe
enters the refrigerator, the rapid flow of the fluid through that short section of pipe
will be sufficient to force the crystals out into the refrigerator, so as to prevent any
obstruction of the pipes. In practice with the proportions of pipes shown, no part
of the apparatus becomes clogged by the deposition of crystals, since in practical
use the amount deposited in the pipes 31, will not be sufficient to obstruct the
passage by reason of their enlarged area in comparison with the supply pipe, and
whenever the operation of the apparatus ceases, as it does at the end of the trip,
when the car is opened the crystals spontaneously evaporate by reason of the increase
of temperature.
It will be be noticed that the bottom of the condenser is above the level of the
bottom of the refrigerator, so that no liquified gas will accumulate in any part of
the apparatus below the refrigerator. The cloride of ethyl will exist in the upper
portion of the condenser, in a gaseous state, which, as it gradually is converted, by
being cooled, into a liquid condition will accumulate to a limited depth at the
bottom of the condenser.
This liquid flows through the connecting pipe into the bottom of the refrigerator,
and in the relative arrangement shown in the drawing, will accumulate in the
refrigerator to a depth of from about 1/2 to /, the height of the refrigerator. As
it absorbs heat through the pipes of the refrigerator it is converted into a gas
which bubbles up through the liquid and accumulates at the top of the refrigerator
whence it is drawn off by the suction pipe of the gas compressing engine with
sufficient rapidity to preserve a partial vacuum in the upper part of the
refrigerator.
The construction of refrigerator shown presents an extended surface of the
liquitied gas from which the vaporized gas may readily escape from the various
parts of the liquid where it is formed.
In comparison with other systems which have been employed for refrigerating

page_text: cars, I believe that my method herein described is superior in very many respects,
among which may be mentioned that it requires less space in the car; requires no
ice, and therefore may be run at a very much less cost to preserve a temperature
which may be kept practically uniform; it removes the moisture and impurities
from the air and keeps it perfectly pure and dry, and at the same time, if need be,
it may be used with all the advantages of a forced circulation through the chill
room. So far as I am aware the system which I have described is the first which
has been devised by means of which the use of ice can practically be dispensed
with for the operation of a refrigerating car, and in this aspect my improvement
will be useful to the extent of saving all of the difference in the costs between
the great expense of ice and the comparatively small expense of running this
apparatus. I claim :-
1. The process of refrigerating the air in a chill room which consists of com-
pressing air within one or more compressed air compartments, compressing a
volatile fluid in a compressor driven by the compressed air, cooling the compressed
fluid, and expanding the same under a partial vacuum in a refrigerator substantially
as described.
2. The process of refrigerating the air of a chill room which consists of com-
pressing air within one or more compressed air compartments, compressing chloride
of ethyl in a compressor driven by the compressed air, cooling the compressed
chloride of ethyl, and expanding the same under a partial vacuum substantially as
described. .
3. The method or process substantially as described of cooling air, which consists
in compressing chloride of ethyl, condensing it by cooling, volatilizing it in a
chamber of sufficient sectional area wherein to deposit its crystals without obstructing
the passage of the gas, and conducting the volatilized fluid through constricted
passages adjoining which the air circulates.
4. The method of driving an engine located upon a car, which consists in com-
pressing and storing a gas by means of a pump operated by the motion of the car,
and utilizing the gas for operating the engine substantially as described.
5. The method of cooling a refrigerator located upon a car which consists in
compressing and storing a gas by means of a pump operated by the motion of the
car, and utilizing this gas for operating an engine to compress a volatile fluid which
is first compressed, then passed through a condenser where it is cooled, and then
expanded in the refrigerator substantially as described.
6. The herein described method of cooling the air in a chill room which employs
two bodies of gas, the first of which is compressed and employed to drive the engine
in which the second is compressed, and the second, after being compressed by the
power of the first, being cooled in a condenser, and then being expanded, to produce
the requisite cold in the refrigerator.
7. The herein described method of cooling the air of a chill room which employs
two bodies of gas, one of which, as air, is less easily compressed than the other, as
chloride of ethyl; the first of these bodies of gas being compressed and employed
to drive the engine in which the second body of gas is compressed, and the second
hody of gas being expanded in the refrigerator for producing the requisite cold
therein.
8. The combination, substantially as described with a railroad car of an air
compressor located on the car, and operated by the motion thereof and one or
more compressed air storage compartments, wherein compressed air may be stored
to be used for driving apparatus located on the car.
9. A refrigerator car divided into a compartment for containing the articles to
be refrigerated, a compartment containing the air compressing and gas compressing
engines, a compartment containing the condenser, and a compartment containing
the refrigerator, the last three being all arranged in a group and combined
substantially as described.
10. In combination the chill room containing inlet and outlet air openings, the
air circulating fan blower, the refrigerator arranged in the path of the current of

page_text: air produced by the fan blower, the condenser, the gas compressor, operated by
compressed air, the compressed air storage compartment and the air compressor
substantially as described.
11. In combination the mechanism substantially as described, whereby the prime
gas compressing pump is operated by the motion of the car, the prime gas
compressing pump, the storage compartment, the pump wherein the gas used for
cooling is compressed, the condenser, the refrigerator and the chill room.
12. In combination with the gas compressor and condenser, the refrigerator
constructed with the horizontal pipe or pipes 31, and the branch pipes 32, leading
upward therefrom, whereby an extended surface is exposed for the escape of the
gas from the liquified fluid, as set forth.
13. The combination substantially as described with a railroad car of a
condenser, a refrigerator, and a gas compressing engine, connected with one or
more compressed air storage compartments wherein is stored a body of compressed
air for driving the gas compressing engine; the body of compressed air having no
communication with the gas which is compressed.
14. In combination with the chill room and the gas compressing engine, a pipe
leading from the expansion cylinder of said engine to said chill room whereby. the
expanded air from the cylinder is conveyed to said chill room to supply leakage
and prevent the entrance of dust or warm air into the chill room substantially as
described.
15. In combination with the car, the refrigerator and condenser arranged
relatively to each other substantially as described, so that the bottom of the
condenser is above the level of the bottom of the refrigerator whereby the liquified
gas will be prevented from collecting in any portion of the apparatus below the
refrigerator.
16. In combination with the gas compressing engine and the passage or pipe for
conveying the compressed gas to the refrigerator, the said refrigerator containing
gas passages, in contact with the exterior of which the air of the chill room circulates,
and provided with a passage or passages, substantially as described, of large area
relatively to the supply passage, wherein the gas may expand and the obstructions
of its passage avoided.
17. In combination, the air compressing pump, the gas compressing engine and
suitable passages connecting the suction pipe of the air compressing pump with the
escape pipe of the expansion cylinder of the gas compressing engine, and other
passages connecting the escape pipe of the air compressing pump with the induction
pipe of the expansion cylinder of the gas compressing engine whereby the same
supply of air is used over and over again.
18. In combination with the air compressing engine located upon a car, the
casing surrounding the cylinder of the same and forming an air jacket, which is
connected by air ducts with the exterior atmosphere whereby the motion of the
car causes a circulation of air within said casing and around the compression
cylinder substantially as described
19. In combination with the compression cylinder the absorbent covering f'
and the water tank from which water is supplied to the covering through the
pipe f substantially as described.
20. In combination with the compression cylinder the absorbent covering f',
the casing a suitable pipe for supplying the covering with moisture and a
suitable air duct for causing a current of air to circulate within the casing
substantially as described.
21. In combination with the car body, the condenser located upon the car for
cooling the compressed fluid, the water tank located at the top of the car and
a suitable pipe for conveying the water from the tank and distributing it upon
the condenser substantially as described.
22. In combination with the condenser arranged within an enclosure or casing
upon a car, inlet and outlet air openings connected with said enclosure, substantially

page_text: as described, whereby the motion of the car causes a current of air to flow in
contact with said condenser, substantially as described.
23. In combination with the condenser arranged upon a car, an absorbent
covering in contact with said condenser, water pipes for conveying water from a
suitable source of supply to said absorbent covering and air ducts arranged
substantially as described, whereby the motion of the car induces a current of of
air to pass in contact with said covering.
24. In combination with the condenser and the gas compressing engine located
on a car, a pipe leading from the expansion cylinder of the engine to the condenser,
whereby the cooled expanded air is brought into contact with the condenser to
cool the same, substantially as described.
25. In combination with a railway car, the air compressor, the compressed air
storage compartment, the gas compressor, the condenser, the refrigerator and the
chill room all arranged and located on the car substantially as described.
26. In combination with the cylinders 16 and 17 the compartment 22,
connected with the cylinder 17, and surrounding the cylinder 16 substantially as
described.
27. In combination with the cylinders 16 and 17, the air passages 20 and 21
connected with the cylinder 16, and arranged with reference to the cylinder 17,
substantially as described.
28. In combination with the air cylinder 16, the gas compressing cylinder 17,
constructed shorter than the cylinder 16, the pistons of the two cylinders being
connected by suitable mechanism, whereby the expansion of the air in cylinder 16,
compresses the gas in cylinder 17, as and for the purpose set forth.
29. In combination the pulley connected with the axle of the car, the belt
connecting said pulley with the air compressor, the air compressor, and the
compressed air storage compartment substantially as described.
30. In combination the pulley connected with the axle of the car, the belt
whereby the motion of said pulley is communicated to apparatus on the car,
reciprocating friction rollers, bearing against said belt, and mechanism substantially
as described, whereby said rollers are caused to approach each other and exert a
yielding pressure upon said belt for the purpose set forth.
31. In combination the pulley connected with the car axle, the pulley whereby
the motion of said belt is communicated to apparatus on the car, a reciprocating
friction roller bearing against said belt, and adjustable bearings, whereby said
roller may automatically incline to adjust itself to the varying inclinations of the
belt, substantially as described.
32. In combination with the pulley upon the car axle, the casing 15, secured to
the spring timber, m, of the truck substantially as described.
33. In combination with the pulley upon the car axle, the casing inclosing the
same, and the flexible apron n, connecting with the car body substantially as
described.
34. In combination with the pulley connected with the car axle and the belt
connecting the same with apparatus located on the car, the friction rollers 12, 12,
mounted on the guide 13, and the spring whereby the rollers are caused to exert a
yielding pressure against the belt substantially as described.
35. In combination with the pulley connected with the car axle and the belt for
driving apparatus on the car from the same, a friction roller arranged to be pressed
against the belt by the yielding pressure of a spring and the weighted lever 14, to
which the spring is connected whereby the belt can be released from the pressure
of the spring by raising the lever whenever it is desired to stop the operation of
the apparatus.
36. In combination the chamber surrounding the condenser, the air compressing
pump having its suction pipe connected with said chamber, and the expansion
cylinder of the gas compressing engine having its escape pipe also connected with
said chamber, whereby the air is taken from one part of said chamber and
a

page_text: after being compressed and expanded is delivered into another part of said chamber
substantially as described.
37. In combination with the compressing pump, operated substantially as
described by the motion of the car, the suction pipe provided with the cut-off
valve j, whereby the compressing pump may cease compressing, when the pressure
produced has reached a predetermined intensity, substantially as described.
38. In combination with the gas compressing engine and supply pipe leading
thereto, the pressure regulating valve k, and the reservoir l, interposed between the
valve k, and the gas compressing engine substantially as described.
39. The combination of the fan blower with the the compressing apparatus and
suitable connections whereby the operation of the compressing apparatus operates
the fan blower, substantially as described
In witness whereof, I, the said Cassius Clay Palmer, have hereunto set my hand
and seal this twenty seventh day of November in the year of our Lord One
thousand eight hundred and eighty three.
Witness
W. F. HAPGOOD.
32 Park Place.
New York.
CASSIUS CLAY PALMER (L.S.)