US2205266A - Heat exchange apparatus - Google Patents

Description

June 18, 1940. L LARRECQ HEAT EXGRANGE APPARATUS 3 Sheets-Sheet 1 Filed July 27, 1937 Inventor Anthong J.L.arr-ec Hi Attorr" 65-1.;

June 18, 1940. A. J. LARRECQ mm EXCHANGE APPARATUS Fil d July 27, 1937 s Sheets-Sheet 2 Inventor: Anthony J. Larrecq, 9

His Attorney June 18, 1940. J. RREQ 2,205,266

HEAT EXCHANGE APPARATUS Filed July 27, 1957 3 Sheets$heet 3 Inventor: Anthong J Larrecq,

His Attorney.

Patented June 18, 1940 PATENT OFFICE HEAT EXCHANGE APPARATUS Anthony- J. Larrecq, Beach Bluff, Mass., assignor to General Electric Company, a corporation of New York Application July 2'1, 1937, Serial No. 155,935

21 Claims. 7 (01. 105-35) The present invention relates to heat exchange apparatus for use with motor vehicles. Al-

directly or indirectly by means of an elastic op-.

erating fluid such as steam which is desired to be continuously recondensed and reutilized.

It is an object of the invention to provide an air-cooled heat exchange apparatus capable of condensing the. exhaust fluid of a locomotive engine with very little loss of such fluid, thereby to reduce to a small value the amount of makeup fluid necessarily supplied during a given run of the locomotive.

A further object is to provide in connection with a locomotive structure an arrangement of condenser apparatus which is adapted to conserve space but which nevertheless permits free accessv to operative parts of the apparatus and free passage through the compartment which contains the apparatus to other sections of the locomotive.

A further object is to provide a surface-type condenser which will operate eificiently under the conditions encountered in a locomotive or other motor vehicle.

A further object is to provide in connection with a motor vehicle a heat exchanger which is so constructed and mounted as to withstand the vibrational and other stresses encountered during the operation of the vehicle.

In the preferred embodiment of the invention as applied to a locomotive, heat exchangers constituting condensers are arranged adjacent the outer walls of a compartment of the locomotive in such a way as to permit air drawn through such walls to be forced across the heat exchange surfaces of the condensers. The air is expelled through the roof of the compartment by means of a blower appropriately arranged, and condensate is collected in a reservoir in the compartment floor. All the elements referred to are so arranged as to provide a free passageway through the compartment in a direction lengthwise of the locomotive.

In orderto obtain eflicient operation of the heat exchangers, each heat exchanger comprises "a main condenser section and an after-cooler section, these being preferably so located that the cooling air passes first over the after-cooler section and then over the condenser section. As a result, gases drawn from the heat exchanger at the after-cooler end consist largely of noncondensables and contain very little operating fluid. Correspondingly little fluid has therefore to be supplied, to the system for make-up purposes. I To impart a reasonable degree of flexibility to the heat exchangers, they are preferably mainly supported from thetop of the locomotive structure and are more or less flexibly secured at their lower ends in a manner which will be more fully described hereinafter.

The features of novelty which I desire to protect herein will be be pointed out with particularity in the appended claims. The invention itself, together with further objects and advantages thereof, will best be understood by reference to the following description taken in connection with the drawings in which Fig. 1 is a diagrammatic view of a complete locomotive exemplifying one application of the invention; Fig. 2 is a diagrammatic plan view showing a preferred arrangement of condensing apparatus with respect to otherparts of a locomotive structure; Fig. 3 is a sectional view taken on line 3-3 of Fig. l and shows further aspects of the condensing apparatus arrangement; Fig. 4 is a fragmentary detail view in section of one element shown in Fig. 3; Fig. 5 is a view in perspective of a preferred .form of heat exchanger constructed in accordance with the invention; Figs. 6 and 7 are fragmentary details of particular elements appearing in Fig. 5, and Fig. 8 is a plan view similar to Fig. 2 but illustrating analternative mode of applying the invention.

Since it is particularly adapted for such use, the invention will be described as applied to a turbo-electric locomotive, that is, a locomotive which employs an elastic fluid turbine as a prime mover and an electric generator and motor combination for transmitting the energy developed by the prime mover to the driving wheels of the locomotive. By condensing the exhaust fluids of the turbine a low back pressure may be maintained and high turbine efliciency realized.

Furthermore, the rate at which make-up fluid must be supplied may be reduced to a low value so that long continuous runs without rewatering become possible, this being a factor of considerable importance in maintaining high speed locomotive schedules.- v

The locomotive which is illustrated in Fig. 1 is of reversible type and comprises a pair of similar units arranged at the opposite ends of the locomotive structure. As will be seen more clearly in Fig. 2, each half of the train includes a control compartment, 'a power plant compartment, and a condensing compartment interposed between the other two. These compartments correspond to the sections of the locomotive designated by the numerals l 0, I2, and II respectively and may or may not be actually separated from one another by means of bulk-heads.

In the particular construction illustrated the p'ower plant compartment includes a boiler I5, preferably heated by a'liquid fuel burner (not shown), an elastic fluid turbine comprising a high pressure section l8 and a low pressure section "and an electric generator Ill connected t0 the turbines by a gearing l9 or in any suitable manner. The power developed by the generator is transmitted to electric motors (not shown) which are mechanically connected to the driving wheels of the locomotive and controlled by suitable equipment in the control compartment.

The elastic operating fluid flows from the boiler l5 through a conduit 20 and then serially through the turbines l6 and IT. From the exhaust of the latter it is led by means of a conduit 2| to a pair of surface condensers 22 and 23 disposed at opposite sides of the condensing compartment. The condensate is received in a liquid reservoir or hot well 24 from which it is returned to the boiler by means of a pump 25 and aconduit 26 (see Fig. 1).

It is desirable that the various parts of the locomotive be accessible from either ofthe con trol compartments. Accordingly, the arrangement of the power plant and condensing apparatus is preferably such that a free passageway is provided throughout the entire length of the locomotive. This may be accomplished as far as the power plant compartment is concerned, by positioning the boiler l5 and the turbines and generator in spaced'relation on opposite sides of a passageway, such as is indicated at 28.

In Fig. 3 I have illustrated an arrangement whereby the passageway 28 may be extended through the condensing compartment while at the same time realizing-a compact and efiective disposition of the condensing apparatus. In the arrangement shown surface type heat exchangers corresponding to the condensers 22 and 23 of Fig. 2 are arranged along the outer walls of the condenser compartment. Condensate formed in the heat exchangers is received and retained in a hot well or reservoir 30 in the floor of the compartment. Air inlets are provided in the walls adjacent to the heat exchangers and an air outlet comprising a grille 3| is formed in the roof of the compartment.

In order to force air through the compartment with the desired velocity I may utilize one or more blowers arranged adjacent to the air outlet. If a single blower is used as shown, it must necessarily be of relatively large size and of heavy construction, and it is therefore necessary that a substantial supporting means be provided for it. In accordance with the invention such means is provided in the form of a liquid storage chamber or tank 33 which may be used for liquid fuel -for,the power plant burners or for a reserve supply of make-up water for the boiler. In the arrangement indicated in Fig. 2, it is used for the former purpose and connected with the burner by means of a conduit 34 (Fig. 2).

The tank is preferably formed to define an arch 35 disposed transversely of the compartment and may be sufficiently strong to support the blower and suitable apparatus for driving the same. (Such apparatus may comprise, for example, an exhaust turbine 37, as shown, or a worm gear drive connectingwith a motive elementwhich is disposed at some point relatively remote from the blower.) The tank is given an upwardly tapered shape and in combination with-deflecting vanes 38 and guide walls 39 (see Fig. 2) is efiective to direct the air stream upwardly toward the roof outlet. A special advantage of this arrangement as applied to a fuel storage tank is that the heated air proceeding from the condenser surfaces maintains the tank and the enclosed liquid fuelat a rel atively high temperature effective to facilitate combustion in the power plant burners.

The particular form of blower illustrated comprises a set of stationary vanes 40 arranged adjacent to the outlet grille and a set of fan blades or rotary vanes 4| (see Fig. 3). In order accurately to adjust the clearances of the rotating blades-with respect to the walls of the air passage, an adjustable stationary ring or sleeve 43 is provided surrounding the blades. This sleeve is secured to and supported by an enclosing cylinder 44 by means of screws 45 which may be tightened or loosened to vary the position of the sleeve with respect to the fan blades. Preferably, the screws 45 also constitute shear pins which may be severed in case excessive vibrations or distortion of the locomotive-frame brings the (1 fan blades into contact with the sleeve 43.

Referring now specifically to the condensing apparatus, an important aspect of my invention consists in constructing the heat exchangers in such a way that each exchanger comprises a condenser section and an after-cooler section.

- Referring particularly to Fig. 5, which shows the details of one heat exchanger, it will be seen that the upper part of the exchanger comprises a header structure illustrated as a fabricated boxlike structure 53 having a cover plate 54 boltedthereto in an air-tight manner. The cover plate is provided with a series of transverse ribs 56 adapted to give it greater rigidity with respect to pressure differences between the inside and the outside of the header structure. The structure 53 itself comprises a plurality of longitudinally extending chambers including a pair of chambers 58 and 59 arranged relatively remote from the outer sidewall of the locomotive and another pair of chambers GI and 62 disposed adjacent to such wall. The relative location of these chambers is such that the mixed elastic fluid and non-condensables entering through the conduit 2| pass first into the header chamber 58 and then downwardly through a group of condenser pipes 64 which connect with that chamber. These pipes are preferably provided externally with fins of either helical or continuous fin type in order to increase their heat dissipating capacity. At the bottom of the heat exchanger there is provided a lower header structure 65 also connecting with the heat exchange tubes and affording cross-over connections between the tubes more remote from the compartment wall and those adjacent to the wall. By means of this connection vapors which pass in a downward direction through tubes 64 are able to pass upwardly through the outer row of tubes 66 into the header 62. A large proportion of the steam or other elastic fluid contained in the exhaust from the turbine is condensed during downwardfiow through the tubes 64, so that the tubes 66 receive primarily non-condensables. To increase the velocity of flow through the after-cooler section thus formed the total crosssectional area of the tubes 66 may be made a small fraction, say 15%, of the total cross-sectional area of the condensing tubes 64.

In order to prevent air binding and consequent imperfect operation of the heat exchanger, I prefer to provide for continuously extracting the air and other non-condensables. Because in the preferred operation of the heat exchanger its internal pressure is below atmospheric pressure, some positive pumping means must be provided to make such extraction possible. As previously indicated, the after-cooler tubes 66 are arranged to contact the cooling air before it reaches the condenser tubes and while it is at its lowest temperature. For this reason, the volcomprising a conventional steam ejector I connecting through a conduit 'II with the aftercooler header 62. Live steam is fed into the ejector I0 through a pipe I3 and is discharged with entrained non-condensables into the header section 59. From this header the admixed steam and non-condensables are passed through an auxiliary condenser comprising finned tubes I connecting with the header section 59. By means of a cross-over connection provided in the lower header 65 and indicated at 6B in Fig. 5, these gases may also be passed through an aftercooler tube I6 to promote the further condensation of the steam and its separation from the non-condensables. From the after-cooler tube IS the non-condensables pass to the header 6| whence they are exhausted to atmosphere by means of an exhaust connection I8.

Under certain conditions it may be desirable to improve the characteristics of the condenser by spraying at least the after-cooler tubes with an evaporative fluid such as water. Means for accomplishing this result are illustrated as comprising a series of spray tubes BI (Fig. 5). While these tubes are shown in the drawings as being partly cut away, it will be understood that in use they actually extend substantially the entire length of the heat exchanger. A detail view of one such tube is shown in Fig. 7 in which it appears that the tube is provided with outlet orifices 82 to permit a stream of water to be ejected therethrough.

Expansion considerations and the types of vibration normally encountered in high speed 1000- ent invention this is accomplished by connect ingthe upper header structure substantially rigidly to the vehicle body and resiliently anchoring the lower header. Referring to Fig. 3 it will be seen that structural members 85 define at opposite sides of the locomotive a pair of longitudinally extending chambers at'the top of the condenser compartment. Each ofthe upper header structures for the heat exchangers is disposed within one of these chambers and secured to the structural members in a manner indicated more fully in Fig. 5. Referring to that figure, it will be seen that the right-hand end of the upper header structure is secured to a structural member 85 by means of a bolt 86. At the other end of the header structure an expansionpermitting connection is made by means of a curved expansion plate 88 having slot and pin connections with the structural members 05.

The lower header 65 at its right-hand end is resiliently anchored by means of a pin connection such as is illustrated in detail in Fig. 6. Such a connection may comprise, for example, a pin 9i connecting the header 55 to a structural member 92 by means of a resilient bushing 93 which may consist, for example, of rubber. At its other end the header 65 is resiliently anchored by means of rubber buffers 85 interposed by means of conduits I23.

between the header and the framework of the vehicle body.

As previously explained a reservoir for condensate from the heat exchanger is provided at the bottom of the condenser compartment. This may include a channel I00 running longitudinally of the locomotive and definedin part by means of structural members 02 which form the vehicle body framework. In order flexibly to connect the header 65 and cross-over 68 to the reservoir a connection such as is illustrated in detail in Figs. 3 and 4 may be used. This connection comprises a flexible metal bellows I05 tightly joined at its upper end to a wall I06 of the reservoir chamber and at its lower end to a pipe I0'I connecting with the header 65. The connection between the bellows I05 and the pipe I01 may be made, for example, by means of a gasketed joint I09 such as that illustrated in Fig. 4. r

The efiectiveness of operation of the condenser system will obviously vary in dependence on the temperature of the cooling air. To compensate for such variations it is possible to change the amount of cooling air drawn into contact with the exchange tubes in accordance with changes in the ambient temperature. This may be accomplished most efiectively by means tion that the condensing apparatus may com prise a plurality of sections. Such an arrangement, comprising two sections, is illustrated in Fig. 8 where successively arranged heat exchangers I20 and I2I are shown as being interconnected With this arrangement each set of heat exchangers may be arranged in its own condensing compartment and provided with a separate blower as indicated. With this arrangement variations in the ambient temperature may be compensated by closing partially or wholly the louvers pertaining to one compartment while leaving the other louvers open. It may be noted as an additional result of closing the louvers of a given compartment that the blower in that compartment is automatically substantially unloaded and its required driving power correspondingly reduced. This is a particular advantage in case the various blowers are driven by a common means, such as a line shaft, so that they may not be independently shut down.

While I have described my invention particularly in relation to a steam locomotive, it is equally applicable to other vehicles such as ships and aeroplanes, and in certain of its aspects to stationary condenser installations. Also, while I have illustrated a particular embodiment of the invention, it will be understood that many modiflcations may be made by those skilled in the art without departing from the invention. I therefore aim in the appended claims to cover all such alternative modifications as come within the true spirit and scope of the foregoing disclosure.

What I claim as new and desire to secure by Letters Patent of the United States is: g

1. A motor vehicle comprising a first compartment containing an elastic fluid engine, a second compartment for the operation and control of the vehicle, and a third compartment interposed between the first and second compartments and containing means for condensing the elastic fluid, such means comprising heat exchangers disposed along opposite walls of the compartment, inlets for air in such walls, an outlet for air in the roof of the compartment, a blower arranged adjacent to the outlet for forcing air through the compartment, and a reservoir for condensate in the floor of the compartment, there being a free passageway through the third compartment between the first and second compartments.

2. A motor vehicle comprising a first compartment containing an elastic fluid engine, a second compartment adjacent said first compartment containing means for condensing the exhaust from said engine, such means comprising heat exchangers disposed along opposite side walls of the compartment, an outlet for air in the roof of the compartment, a blower arranged adjacent to the outlet for forcing air through the compartment there being a substantially enclosed passageway for vehicle operators through said condenser compartment and communicating with said engine compartment.

3. A motor vehicle comprising a first compartment containing an elastic fluid engine, a second compartment for the operation and control of the vehicle, and a third compartment interposed between the first and second compartments and containing means for condensing elastic fluid, such means comprising a pair of heat exchangers respectively disposed along opposite outer walls of the compartment, inlets for air in such walls, an outlet for air in the roof of the compartment. a blower arranged adjacent to the outlet for forcing air through the compartment, and means supporting the blower from the floor of the compartment, the supporting means including a liquid storage chamber defining an arch disposed transversely of the compartment and providing a passageway through the third compartment between the first and second compartments.

4. In a motor vehicle having an elastic fluid engine, means for condensing the elastic fluid discharged from the engine, such means comprising a condensing compartment, air-cooled surface condensers disposed along opposite walls of the compartment for receiving elastic fluid from the engine, inlets for air in such walls, an outlet for air in the roof of the compartment, a reservoir for condensate below said condensers, a blower arranged adjacent the. outlet for forcing air through the comm tment, and means supporting the blower, the suppbrting means comprising a liquid storage chamber defining an arch disposed transversely of the compartment and providing a passageway longitudinally of the compartment.

5. In a motor vehicle having a steam engine, and means including a liquid fuel burner for generating steam for the engine, a condenser compartment, air-cooled surface condensers disposed along opposite walls of the compartment for receiving steam from the engine, inlets for air in such walls, an outlet for air in the roof of the compartment, a blower for forcing air through the compartment, and means including a fuel storage chamber for the burner providing a passageway longitudinally of the compartment.

6. In a motor vehicle having a steam, engine, and means including a liquid fuel burner for generating steam for the engine, a condensing compartment including a surface condenser for receiving exhaust steam from the engine, means for circulating cooling air through the compartment and across the condenser, and a fuel storage tank connecting with the burner and disposed within the condenser compartment, said storage tank being so arranged that air passing through the compartment comes first into contact with the condenser and then into contact with the tank.

'I. In a motor vehicle, a condenser installation adapted to withstand vibrational stresses encountered during operation of the vehicle, said condenser installation including an upper header substantially rigidly secured to the vehicle body, a lower header, heat exchange tubes connecting the upper and lower headers, a reservoir adjacent to the lower header for receiving condensate therefrom, the reservoir being substantially rigidly secured to the vehicle body, means resiliently anchoring the lower header to the vehicle body, and means flexibly connecting the lower header to the reservoir.

8. In combination, a locomotive compartment, structural members defining a pair ,of longitudinally extending chambers adjacent to opposite sides of the compartment and at the top of the compartment, surface type condensers respectively'disposed along each of such sides, each condenser including an upper header structure disposed in one of the said chambers and secured to said structural members, heat exchange tubes communicating with and depending from the upper header structure and a lower header structure joining with the tubes, reservoirs at the bottom of the compartment for receiving condensate from the condenser, means flexibly anchoring the lower header structures and additional means flexibly connecting them with the reservoirs, and means for forcing air through the compartment in heat-exchanging relation with the condensers.

9. In a motor vehicle, a condenser having an upper header and a lower header, heat exchange tubes connecting said headers, means of substantiallyri'gidly securing said upper header to the vehicle body including means for allowing relative expansion movements between said upper header and said vehicle body, and means for resiliently supporting the lower header in said vehicle body.

10. In a motor vehicle, a condenser having an upper header and a lower header, heat exchange tubes connecting said headers, means for substantially rigidly securing one of said headers to the vehicle body including means for allowing rel-. ative expansion movements therebetween, and means for resiliently supporting the other header in said vehicle body.

11. In a motor vehicle, a surface condenser in- I eluding an upper header for receiving elastic fluid to be condensed, a lower header, a plurality of heat exchange tubes connecting said headers, a reservoir for condensate formed by structural members of said motor vehicle, means for resiliently supporting the lower header upon said structural members, and a resilient connection between said lower header and said reservoir.

12. In a motor vehicle, a condenser compartment, air cooled surface condensers disposed along opposite side walls of said compartment, means for resiliently supporting said condensers upon the floor of said compartment, a condenser reservoir defined at least in part by the. structural members of said compartment flooring and flex ible connections extending from said condensers for draining condensate therefrom into said reservoir.

13. A condenser installation including a pair of spaced surface condensers defining a chamber therebetween, each condenser comprising a plurality of heat exchange tubes, means including a fan or the like for drawing air across the tubes and into the chamber and for expelling it from the chamber, means dividing said chamber longitudinally for directing the air from said condensers toward said fan, said dividingmeans providing a substantially enclosed passageway for operators through said chamber.

14. A condenser installation comprising a condensing compartment, a pair of surface condensers disposed along opposite sides of the compartment, each condenser comprising a plurality of spaced heat exchange tubes, inlets for air adjacent each of the condensers, an outlet for air at the top of the compartment, means for drawing air into the compartment through such inlets and across the heat exchange tubes, and means providing a passageway through said compartment for directing the air upwardly toward the compartment outlet.

15. A surface condenser installation including a unitary upper header structure and a unitary lower header structure, a plurality of heat exchange tubes connected between the header structures, certain of said tubes forming a condenser for an elastic fluid to be condensed, means including a steam ejector for withdrawing noncondensables from the condenser, a second condenser comprising others of the tubes for receiving admixed steam and non-condensables from the ejector, means for exhausting the non-condensables from the second condenser, and means for forcing a cooling fluid across all of the tubes.

16. A surface condenser installation including a unitary upper header structure and a unitary lower header structure, a plurality of heat exchange tubes connected between the header structures, certain of said tubes comprising a main condenser for receiving an elastic fluid to be condensed and an after-cooler for the main condenser, means including a steam ejector for withdrawing non-condensables from the aftercooler, an auxiliary condenser comprising others of the tubes for receiving admixed steam and non-condensables from the ejector, an aftercooler for the auxiliary condenser comprising the remaining tubes, means for exhausting non-condensables from such after-cooler, and means for forcing a cooling fluid first into contactv with the after-cooler tubes and then into contact with the condenser tubes.

17. In a motor vehicle having anelastic fluid generator including a fuel burner and an elastic fluid engine, a condenser compartment having heat exchangers arranged along opposite side ,walls for condensing the elastic fluid exhaust from said engine, openings in the side walls of said vehicle adjacent said heat exchangers for admitting cooling air thereto, an outlet in the roof of said compartment, blower means arranged adjacent said outlet for drawing air through said up positely arranged heat exchangers and for expelling it through said outlet, means including a storage reservoir for burner fuel longitudinally dividing the lower portion of said heat exchanger compartment for directing air upwardly from said heat exchangers toward said outlet.

18. In a motor vehicle having an elastic fluid engine, a condenser compartment, heat exchangers arranged along opposite sidewalls of said compartment for condensing the elastic fluid exhaust from said engine, openings in the side walls of said compartment adjacent said heat exchangers for admitting cooling air thereto, blower means arranged between said heat exchangers and adjacent. the roof of said compartment for drawing cooling air across said heat exchangers, an outlet opening in the roof of said compartment adjacent said blower means, means longitudinally dividing said compartment between said heat exchangers for directing the air flow from said heat exchangers toward said blower, said last mentioned means providing an enclosed passageway through said compartment for motor vehicle operators.

19. In a locomotive vehicle having an elastic fluid engine, a condenser compartment in said vehicle, an opening in said compartment in the side wall of said vehicle, vehicle framework members adjacent the opposite sides of said opening, a unitary condenser arranged in ,said compartment across said opening for condensing the elastic fluid exhaust of said engine, said condenser having longitudinal upper and lower headers and a plurality of heat exchanging tubes arranged between said headers, said upper header being secured rigidly at one end to the adjacent vehicle framework member and secured at the other end to the adjacent vehicle framework member so as to allow for expansion movements of said condenser, and means resiliently securing said lower header to the floor of said compartment.

20. In a locomotive vehicle having an elastic fluid engine, a condenser compartment in said vehicle, an opening in said compartment in the side wall of said vehicle, a unitary condenser arranged in said compartment across said opening for condensing the elastic fluid exhaust of said engine, said condenser having longitudinal upper and lower headers and a plurality of heat exchanging tubes arranged between said headers, means longitudinally dividing said upper header so as to cooperate with certain of said tubes to form a main condenser section, and other of said tubes to form an after-cooler section between said opening and said main condenser section.

21. In a locomotive vehicle having an elastic fluid engine, a condenser compartment in said vehicle, an opening in said compartment in the side wall of said vehicle, a unitary condenser arranged in said compartment across said opening for condensing the elastic fluid exhaust of said engine, said condenser having longitudinal upper and lower headers and a plurality of heat exchanging tubes arranged between said headers, means longitudinally dividing said upper header so as to cooperate with certain of said tubes to form a main condenser section and'other of said tubes to form an after-cooler section between said opening and said main condenser section, means transversely dividing a portion of said upper header and corresponding means transversely dividing a portion of said lower header to cooperate with the third group of said tubes to provide an auxiliary condenser section and means for withdrawing fluid from said after-cooler section and discharging it into said auxiliary section.

ANTHONY J. LARRECQ.

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