US2225071A - Heat transfer device - Google Patents

Description

De@ 1 7A c; a MEYERHor-:Fsg 2,225,1)71

v man msm nance Y l Filed Jury 15. 193'! 2 sheets-sheet 2 ATTORNEYS Patented Dec. 17, 1940 2,225,031 naar TRANSFER DEVICE Carl E. Meyerhoefer, Brooklyn,l N. Y., asslgnor to E. A. Laboratories, Inc., Brooklyn, N. Y., a corporation of New York Application my v15, 1937, sex-1am. 153,743 l 4 claims. (o1. 231-1) l This invention relates to a structurally and functionally impnoved control or valve capable of use in numerous diiferent associations, but primarily intended to be employed in connection 5 with a heat-exchange unit, and especiallya heater of the automobile type.

Still another object is that of furnishing an apparatus of this character which will embody relatively few and individually rugged parts, ca-

'10. pable of quantity manufacture and assemblage by comparatively unskilled labor, so that the en- A tire apparatus maybe marketed for a nominal figure. Moreover, an apparatus provided in ac` cordance with the teachings of this invention 13v will function over long periods of time with freedom from all difilculties and at minimum expense.

With these and other objects in mind, reference is had to the attached sheets of drawings, illustrating practical embodiments of the invention andinwhich .y

Fig. 1 is a face view of a heat exchange or transfer device and showing an improved control in association therewith;

.25- Fig. 2 is a sectional side view of such control;

Figs.' 3 and 4 are sectional plan views, taken along the lines 3 -3 and 4-4 respectively, and in the direction of the arrows of Fig. 2;

Figs. 5 and 6 are views similar to Fig. 2, but

:' showing the parts adjusted to a dierent position,

and

Fig. fl is a. diagrammatic view showing the layout of apparatus and particularly the method of connecting the primary heat transfer device to the operating' mechanism;

Referring first tofFlg. 7, it will be understood that vthe present invention has been illustrated in 'a layout such as would conveniently exist in a more or less conventional motor vehicle. The structure illustrated in Fig. 'l forms the subjectmatter of a separate ,application which has eventuated in United States Patent No. 2,148,571 issued February 28, 1939. Therefore,except insofar as the disclosure in Fig. "l is necessary for an unwise. Conveniently adjacent the forward end'of,`

casing IU is a core I4. To the rear ofrthis core amotor I5 is positioned and serves to drive derstanding of the present subject matter, it may through the core.

through its shaft a fan IS'and blower wheel I1. The latter is arranged within a casing rI8 from which a duct I9 extends. The core I4 of course includes headers between which there is interposed a heat transfer structureof a honeycomb,

' tube,'or any other convenient type. This has not been shown in detail because it is well known in the art and to do so would amount to mere surplusage. y

Suflice it to say that as illustrated the blower wheel will suck air through the central portion of core I4 and discharge such air through duct I9, while fan I6 will blow air outwardly through the core, such air being conveniently controlled by the panels II. In case a cellular type of core is employed, all areas of the same are transversely segregated by the cells which, in effect, provide partitions. If, however, a tube or similar type of core is employed, then partition members 20 indicated in dotted lines in Fig. 'l may be utilized to prevent conict between the opposing air flows, as induced by the fan and blower wheel.

At this time it is to be understood that the heat transfer device, as heretofore described, is merely provided for the purpose of depicting op-I -erative and complete combination of mechanism.

ing and control panels. They might, or might not include the blower wheel and the mechanism associated therewith, although it is preferred, in a complete apparatus, that a structure be employed such that an air flow distinct from that directly discharged by the fan be providedv for.

In any event, however, there extends from the core tubes 2I which, as shown in Fig. l, are pref,- erably connected adjacent opposite corners of the core headers so that the benefit of thermo-Siphon action may be had. These tubes are connected by valves 22 to further tubes 23 coupled, for example, to the cooling system of an internal combustion motor so that heated fluid from the latter may flow through the core, thus heating the latter.r The details of such connection are also well known to those skilled in the art and therefore also will not be described herein.

It is to be understood that valves 22 are of such type. that they mayoptionally couple tubes 2i to tubes 23 or tubes 24. Such valves may also function to completely isolate tubes 2| from tubes 23 or 2l, so as to preclude circulation of fluid Tubes 24 are connected adjacent the upperand lower ends of atank 25 containing a brine or similar solution. Within this tank an evaporator 25 is disposed. A conduit 21 extends from the evaporator to a chamber 28 within which a float controlled valve 29 is arranged for the purpose of governing the height of the liquid within the same. A condenser 39 is coupled to chamber 28 and this condenser should beso disposed that cooling fluid may circulate in contact therewith. In the case of a motor vehicle, the condenser may be conveniently arranged in the slip stream of the fan which is as'- sociated with the radiator of such vehicle.- A tube 3| is connected to the condenser 3|! and a branch 32 extends from the evaporator and is connected to such tube 3|. A'further branch 33 extends from branch 32 and is connected to a tube 34 also having connection with tube 3|. Check valves 35 are interposed in branch 33 and between the point of coupling of the latter with branch 32 and the connection of such. branch 32 with tube 3|. Moreover, above the latter point of connection a further check valve is disposed in tube 3| and tube 34 has a nal check valve'interposed within its body between the points at which it connects with branch 33 and tube 3|. -These check valves are all arranged to act in the manner indicated and tubes 3| and 34 are coupled to silica gel adsorbers 36 conveniently coupled to each other by a shifting lever 31. f course tubes 3| and 34 at least adjacent their outer ends must incorporate a structure such that the adsorbers may be shifted. Such structure may take numerlustrated in detail. One suggested form is that of armored exible tubing to be provided adjacent the lower ends of tubes 3| and 34.

In any event the adsorbers may be brought in contact with a source of heat as, for example, the exhaust manifold 33. With a refrigerant such as SO2 (sulphur dioxide), it is obvious vthat with the parts in the position shown in Fig. 7, the cycle oi operation will be similar to that indicated by the full line arrows. In other words, the vaporized refrigerant will move up tube 3|, past the check valve arranged in such tube, and through condenser 39. It being thus converted into a fluid, it will flow into chamber 29 andunder the control of valve 29 will flow into' the evaporator 26. Thence it will iiow through branch 32 and thence to branch 33 and so to the left hand adsorber as viewed in Fig. '1. After the right hand adsorber has been more or less completely discharged, it will be obvious that the left hand adsorber will be charged. Thereupon, by simple shifting lever 31 the operator will cause a now similar to that just described, but in which the cycle will be as indicated by the fragmentary arrows.

Under these circumstances it will be apparent that the fluid within tank 25 will be cooled and if the valves 22 are properly set. this uid,`or its functional equivalent, will ow through core I4. Such flow may conveniently occur incident to the thermo-Siphon circulation provided by the coupling of tubes 24 to tank 25. Of course, if a pump should prove desirable, such an element may readily be interposed in this line to thus accelerate the circulation of cooling iluid.

Thus it is apparent that if Athe valves 22 are properly set, the dry bulb temperature of core I4 may be elciently lowered and that by a layout of mechanism such as that presently proposed a constantly functioning system is presented. Again, by properly setting the valves 22, the core may be coupled to a source of heated uid, thus raising its dry bulb temperature. In

either event, the air circulated through the core by the impellers I6 and/or I1 will properly heat or cool the space with which the core is in cornmunicatlon or within which it is disposed.

As afore brought out, it is preferred that whatever the type of unit employed, at I0 to 20 inclusive, a separate flow distinct from the ordinary flow of air, be provided for, as for example by the blower wheel I1. Regardless of how this flow is created, a duct such as |9 will receive this-distinct ow. Under ordinary conditions of installations, the flow through this duct or its equivalent, should, at the will of the operator, be capable of being directed, for example, to a surface to be defrosted; to such surface and a. locality which is -to be especially warmed; again, to such surface and, for example, in the form of a concentrated ow to a remote portion of the space which is generally being warmed, or entirely to the remote portion of such space for the purpose of cooling or warming. In the case ol! a motor vehicle, the surface may, for example, be the windshield, the area to be especially warmed may be adjacent the feet of the driver, and the relatively remote locality may, for example, be in the rear compartment of the tonneau.

A control conveniently achieving this purpose and which may be employed quite independently of the layout of apparatus shown in Fig. 7, has been particularly illustrated in Figs. 2 to 6, inclusive. In these views the numeral I9 indicates the duct afore noted and to which a control body is coupled, including a passage 39 to be coupled to duct I9. Extending from the base of the body is an outlet 4|) and no cover portion extends between the far side edges of the side walls providing such body. Accordingly, at this point an opening is also provided through which air may flow. Adjacentits upper end the body has discharge openings defined by a flange 4| and central and transverse partitions 42 and 43 respectively, Moreover, it is to be noted that while the transverse partition 43 extends between one side face of the flange 4I and the central partition 42, it is preferable that no such partition be provided between the opposite face; of the center partition 42 and the opposite side iiange portion 4I. Instead, an inclined partition. 44 is provided. This partition extends for example to a point centrally of the body of the control. Adjacent this pointa shaft 45 is rotatably mounted and this shaft projects beyond the body and for example through the casing I0 in the manner indicated in Fig. 1. At its outer end, the shaft may be provided with a manipulating knob 49 and a. spring detent 41 riding within a series of notches 48 and serving to maintain the shaft in any position to which it has been adjusted.

Aiilxed toshaft 45 is a flap 49. Rotatably encircling the shaft is the hub portion 50 of a flap 5|'. A stop member 52 is .formed integral with.

or fixed with respect to shaft 45 and flap 49.

well as the opening defined by flange 4| and partitions 42 andl 43. If now lshaft 45 is turned so that detent 41 engages the next notch, spring 53 lmentioned openings dened by partitions 42, 43

and 44, and flange 4i, and will also flow between the edges of the'side and top walls of the control body. These 'may extend towards the feet of the passenger or driver and this air will be accordingly directed. It will not tend to now through the collar or outlet 40 because of the disposition of aps 49 and 5| and/or the fact the art, that the motor I is controlled preferably that collar 40 is to be connected to a conduit (not shown) which will naturally oer a certain" amount of resistance to ow. If now shaft 45 is turned so that .the detent 41 engages a further notch, the air discharged by duct I9 will ow in the manner indicated in Fig. 5. Under these circumstances air will still discharge through the upper openings (assembly 4l to 44 inclusive), but may not ilow between the spaced right hand edges of the body as viewed in the various figures under consideration. This will be because flap 5I will now be in the position shown in Fig. 5 and will obstruct such flow. Instead, the air flowing underilap 49 will be diverted under col lar 40. treme of movement, but due to the .loose coupling between it and shaft 45, the latter may still be turned to cause a shifting of i'lap 49 from the position shown in Fig. 5 to that shown in Fig. 6. Under these circumstances, warm or cool air discharged by duct i9 will be bodily diverted through collar 40.

There may be secured to the flange 4i a tting such as has been especially shown in Figs. 1 and 2. This includes a portion 54 conveniently encircling flange 4I and a central partition 55 deiining a right hand passage 56 and a left hand passage 51. To these may be coupled conduits 58 leading, for example, to left hand and right hand defroster nozzles or discharge outlets forthe similar portions of a windshield. Substantially equal volumes of air will be discharged through each of the conduits 58, due to the par-y charged between the free and right hand edges' of the body will, for example, serve to warm or cool the feet of the driver or passenger. Air owing through collar 40 will again heat or cool (as desired) a remote portion of the enclosure as for example lthe rear of the tonneau, 'and thus it is apparent that a control is furnished which may be used in the particular association, afore described in connection with Fig. 7, or which may be utilized in association with any other desired form of heat transfer unit to place within the will of the voperator any desired regulation of air flow.

n is, of course, understood by those skilled in by a variable rheostat which may also have a disconnect provision such that the operation of thefmotor maybe interrupted. Thus again the volume of air may be regulated with nicety, this being quite aside from the control aiorded by valves 22 or any. other forms of regulating valves which are employed. l

In conclusion, it will be understood that whenever air is being distributedthrough passages 56 and 51, the ow through each of these passages Flap 5i has now reached its one exvisiongof partitions 42, 43 and 44 before it has entered the Y fitting. It has been found that if an attempt -were made to ldistribute the air by simply utilizing the tting with or without its central partition 55, the distribution of yair through passages 55-51would be unequal and unsatisfactory. However, by the arrangement shown, lor its functional equivalent, all diilicul- 7 -ties in this connection are avoided, it being understood that while the partition 55 of the fitting extends across both outlets of the conrol casing,

Obviously, numerous changes in constructionand rearrangement of the parts might be resorted to without departing fromthe spirit of the, invention as deflned by the claims.

Having described my invention, what I claim A as new and desire to secure by Letters Patent is:

1. A heat exchange device including a heat transfer core, air impelling means associated therewith and to provide a column of air which has been exposed to contact with said core, a control including a body having at least three outlet openings, 'said lbody being connected to said apparatus to receive said column of air, and av valve including a shaft movably associated with said body and a pair of aps, one fixed with respect to said shaft and the other movably disposed thereon.

2. A heat exchange device including a heat transfer core, air impelling means associated therewith and to provide a column of air which has been exposed to contact with said core, a control including a body having at least three outlet openings, said body being connected to said apparatus to receive said column' of air, a valve including a shaft movably associated with said body, a pair of flaps, one flxed with respect to said shaft and the other movably disposed thereon, and a stop and spring connected to said shaft and .bearing against said last named ilap to control the position of the latter.

3. -A heat exchange device including Aa heat transfer core. air impelling means. associated therewith and to provide a column of air which has been exposed rto contact with said core, a control, means coupled to said control and providing a plurality of passages through which air is to be distributed in substantially equal volume, and a plurality of partitions within said control, one of said partitions extending to provide a wall inclined towards one of the passage walls and another oi.' said partitions extending to denne a wall substantially segregating the intake ends of said passage. l

4. Incombination, an automobile-type heater including a heat-exchange core, air impelling means for drawingair through said core, a fitting to receive air from said impelling means, a housing coupled to said lfitting and being formed with I an opening through which air is to be discharged charged, a single actuator extending from said housing, a valve` assembly secured to said actuator and disposed within said housing, said assembly including a bodyportion flxed with respect to said actuator, a body portion connected to said actuator and movable with respect to the same, and means for yieldingly coupling said latter bod;r portion with said actuator whereby solely by manipulation of said single actuator said -first-named body portion 'may be shifted to positions obstructing the ow through either of said openings as well as a. position whereby s ow of air may occur simultaneously through both oi.' said openings, said second body portion automatically assuming positions complementary to said first-named body portion and assisting in directing certain of such air flow.

CARL E. LmYmHQEFER.

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