GB997130A - Improvements relating to coolant-circuit arrangements of internal combustion enginesof motor vehicles - Google Patents

Abstract

997,130. Cooling systems for internal combustion engines; ventilating vehicles. M. BEHR, [trading as SUDDUETSCHE RUHLERFABRIK JULIUS FR. BEHR]. April 26, 1963 [April 26, 1962; Jan. 22, 1963], No. 16570/63. Headings F4U and F4V. In the coolant circuit arrangement of the internal combustion engine of a motor vehicle a heat exchanger 5 is arranged in parallel with the main radiator, a blower 16 is arranged to draw fresh air over the exchanger 5, and a thermostat 13 sensitive to coolant temperature is arranged to operate the blower motor 15 and flaps 8 and 12 to control the flow path of air relative to the heat exchanger. The arrangement is such that when the coolant temperature is high the thermostat, through a pneumatic relay, moves the flaps to the dotted positions 8a and 12a and energizes the blower motor so that air is drawn through the heat exchanger 5 and passed to atmosphere, and when the coolant temperature is low the flaps are in their full line positions and the motor 16 is switched off. In the latter position the blower may be switched on manually to supply air to the vehicle interior and the flap 12 may be moved to its position 12a or to any intermediate position by a Bowden cable. On moving the cable in the other direction, the flap 12 is moved to its full line position not by the cable but by a restoring spring only. The spring is not capable of returning the flap 12 against the action of the automatic control if the latter is operating to hold the flap in the position 12a. Fig. 4 shows a combined theremostat and blower switch 13 (14). Rising coolant temperature causes expansion of a wax filling 39, causes movement of a pin 43 against a spring 44 and at a coolant temperature of 96‹ C. causes a buckling plate 47 to close the blower motor switch 14 and place a pipe 50 in communication with the atmosphere through a casing opening 52. The pipe 50 is connected through a pipe 19 (Fig. 2) to a pipe 27 of the relay 17 (Fig. 3). Atmospheric pressure is thus provided on both sides of a diaphragm 26 which assumes its Fig. 3 position in which a rod 35 attached to the diaphragm holds the flaps 8 and 12 in their dotted positions 8a and 12a. When coolant temperature drops below 86‹ C. the buckling plate 47 switches off the motor and closes pipe 50 so that the diaphragm 26 is placed under control of a connection 33 to the inlet manifold of the vehicle engine. The rod 35 is thus withdrawn to move the flaps 8 and 12 to their full line positions. Provision is made for automatically uncoupling the flap 12 from its operating linkage when it is moved by the Bowden cable. In modifications (not shown) there may be provision for manual control of the flap 8 and the flap 12 may, in its ventilating position, reduce the air flow cross-section through the exchanger 5 by half.