US1700270A - Process of and means for cooling internal-combustion engines - Google Patents

Description

Jan. 29, 1929.

W. W. MUIR PROCESS OF AND MEANS FOR COOLING INTERNAL COMBUSTION ENGINES Filed Nov. 6, 1924 2 Sheets-Sheet l SWIM Mm WWMuL'r Jan. 29, 1929.

W. W. MUIR PROCESS OF AND MEANS FOR COOLING INTERNAL COMBUSTION ENGINES Filed Nov. 6, 1924 2 Sheets-Sheet 2 Patented Jan. 29 1929.

UNITED STATES PATENT OFFICE.

WELLINGTON W. MUIR, OF LOCKPORT, NEW YORK, ASSIGNOR '10 HARRISON RADIATOR CORPORATION, OF LOCKPOR'I, NEW YORK.

PROCESS OF AND MEANS FOR COOLING INTERNAL-COMBUSTION ENGINES.

Application filed November 6, 1924. Serial No. 748,273.

I This invention relates to a process of and a means for cooling internal combustion engines, and has for its object to improve the constructions and the procedures heretofore proposed. v

With these and other objects in v1ew,the invention consists in the novel steps and combinations'of steps constituting the process, and in the novel parts and combinations of parts constituting the apparatus, all as Wlll be more fully .hereinafter disclosed and particularly pointed out in the claims.

Referring to the accompanying drawings, forming a part of this specification in which like numerals designate like parts in all the views,-

Figure 1 is a diagrammatic side elevational view partly broken away of an internal combustion engine and cooling means made 1n accordance with the invention;

Figure 2 is a partly sectional rear view of the radiator;

Figure 3 is a top plan view of theparts' shown in Fig. 1 and Figure 4 is an enlarged detail sectional view of a modified form of the opening 18 in the bottom of the tank 20.

1 indicates an internal combustion engine provided with the usual outer shell or jacket 2, from the top of which 'leads a pipe 3 through which the water orother cooling fluid is adapted to pass from the jacket 2 to the radiator 4. Leading from the bottom of the radiator 4 is the pipe 5, leading to any suitable pump of the centrifugal type indicated at 6. From the delivery side of the pump 6 leads the pipe 7 through which the cooling fluid is pumped back to the enginejacket 2. The radiator 4', best illustrated in Fig. 2, comprises the outer shell 9 and a. central core 10 provided withthe substantially horizontally disposed passages 11 passing therethrough. These passagesare formed by suitable pipe or tubular material well known.

in radiator construction, the ends of which terminate in and are supported by theside plates 12 and 13. The core is further supplied with a bottom plate or side 15, which, as clearly indicated in Fig. 2. is extended as at 16, to form the bottom wall 17 of a side tank or compartment 20. This bottom wall 17 is provided with an opening 18 for a purpose -whi'ch will be disclosed further on.

I The top of the core 10 comprises the plate 21 which is extended at one side, as at 22, to

form the top wall 23 of the side tank 20.

On the opposite side of the core 10 there is provided the vertical passageway 25 which is closed at its uppermost end by the partition 26, that is located between the inlet 3 and the top 21 of the core 1.0 and'which automatically divides said radiatorinto two conence to Fig. 2, that the radiator 4 is provided centrally with the usual core 10. having on one side thereof the vertical passageway or tank 25 communicating with the bottom tank 31 under said core. On the other side of said core is located the verticalside tank 20 communicating' with the bottom tank 31 by means of the apertured bottom or' divisional wall 17.

Above the core 10, there is provided theupper tank 33 communicating with the side tank 20, by means of the horizontally disposed tubular passageways 30. The usual filler cap 34 is located at the top of the chamber 33 and is provided with an open vent, such as 35, communicating between the upper tank 33 and the out- ''side atmosphere. The pipe 3 from the top of the engine jacket 2, it will be seen, enters the radiator at the top of the side tank 25 and just below the top wall 26 thereof. The pump 6 is connected to the bottom tank 31 of the radiator by the pipe 5, at the end ofthe bottom tank 31, located beneath the side tank 20. ,A'by-pass pipe 36 of smaller dimensions than the pipe 5, connects the uppermost portion of the pump 6, as shown at 37, with the side tank 20 of the radiator and as indicated at 38.

If it is desired a valve may be placedin the passage 18. This valve such as shown at 410 in Fig. 4, could be of the balance type which would cause little or no resistance. In other words, the valve 40 would be of such a construction as to allow the liquid to flow from the side tank 20 into the bottom tank 31, but

' the pump 6 will be rotated by the usual pump connection and cause the cooling fluid to circulate throughout the system as follows: From the jacket 2 of the motor through the passage 3 into the top of the side tank 25 whereupon the fluid will pass downwardly as shown by the heavy line arrows to the bottom, of the radiator 4, into and through the bottom tank 31 thereof, through the outlet pipe 5 to the pump '6 through the passage 7 back to the engine jacket 2.

Under the above described operating conditions the radiator core 10 will be substantially empty of liqluid as will also be the tank 20. The water w iich is present in tank 25 is in the form of a cateract that is falling into tank 31, and not completely filling tank 25. Due to theabove described liquid circuit having very little radiating capacit to the atmosphere the liquid will rapidly ieat up the vapor will be liberated from the liquid which is fallin in the form of a cataract in tank 25. This vapor will escape into the cross passages 11, be cooled and condensed thereinandflow into tank 20 where it will collect-as liquid in the lower end of said tank and flow out of the same through the orifice 18 into the tank 31 where it will join the other liquid in the cooling circuit and pass through the outlet 5 to the pump 6 and back to the engine jacket 2. As the tank 31 under normal operating conditions is filled to such a level as indicated by the dotted line 42, the vapor which is liberated in the tank 25, has to pass into the radiator core and be condensed and return through tank 20, passage 18, and back to the cooling circuit. In Fig. 3 there is shown a restrictlon such as 41 in the pipe 3 leading from the top of the engine jacket to the radiator. The object of the restriction 41 is to keep suflicient pres.- sure in the jacket 2 of the motor to insure the liquid being brought in direct contact with all heated parts and prevent the formation of steam in the jacket which would seriously interfere with the transfer of heat from the heated metal surfaces to the liquid. Due to the restriction 41 the pump 6 keeps a sufficient pressure on the liquid in the jacket to prevent the steam from separating out, or the liquid receding from the heated surfaces.

After the liquid passes through the, restricted passage 41 and enters the tank 25 the pressure is reduced to substantially that of the atmosphere and the steam which is liberated from the liquid intank 25 passes into the radiator core is condensed and passes in the form of liquid into the tank 20 from which it flows through the passage 18 into the tank 31. On account of the constant formation of steam in tank 25 the condensed liquid which accumulates in the cross passages 11 is caused to be forced out from said passages into the tank 20;

' mo -27o while tank 31 is completely filled with liquid\ up to the level such as indicated at-42. The

passage 5, pump 6 and passage 7' as well asthe pipe 36 are all completely filled with liquid. On the other hand, the passages 11 and theradiator core next to tank 25 is filled with vapor, and the side of the core next to the tank 20 is filled with condensate vapor. The tank 20 is substantially empty at all times due to the direct suction of, the pump which is exerted through passage 5and passage 18 under the lower end of the tank 20 which tends to exhaust the liquid from tank 20 thus keeping it substantially empty.

l-Vhen the system is cold and is started up, part of the system will be filled with cold air and as the cooling circuit warms or the liquid warms up the air will escape from the circuit as follows -Any air which is present in the pump 6 will escape through the vent or passage 36, tank 20, passages 30, tank 33, through the passage 35 to the atmosphere. Any air which is present in the 'acket of the engine, pipe 3, or tank 25 will escape from tank 25 through theupper'passages of the radiator 4 into tank 20 and thence to the atmosphere by way of the passages 30, tank 33 and passage 35. Because of the unobstructed flow of air it is possible for the system to readily free itself of all air, which is very essental to the efiicient operation of the system. That is tosay, it is essential that the air be eliminated from the pump 6 and the radiator to insure efficient operation.

At high speeds, or increased loads, it will of course be evident that there will be a large accumulation of vapor which must be passed over to the radiator to be condensed and returned to the engine jacket. In this case, see Fig. 2, any excessive vapor; coming over from the engine jacket will flow through the passages 11 of the radiator core where a considerable portion of the same will be condensed as heretofore disclosed. Any vapor which is notcondensed will collect in the side I condensed in the first inch of the tubes 30 nearest to tank 20 or, if sufficient vapor were present in tank 20, the entire length of the tubes 30 would be necessary to condense the vapor. Any air which may be present in the circuit or in the cooling system may, readily escape through tank 20, passages 30, into tank 33. If this volume is larger than the system instead of being lost to the atmosphere as if tank were directly connected to tank 33.

However, if thesystem has a radiator of suflicient capacity to prevent vapor being formed in tank 20, that-is, if the radiator core is of sufiicient capacity to condense all vapor, tubes 30 would probably never act as a condenser. Their sole function in connection with the system where the radiator was of relatively large cooling capacity would be merely to transfer any'air present in tank 20 to tank 33. The object in transferring the air from tank 20 through passages 30 into tank 33 is to make the system function efliciently. Any air present in the cooling circuit will seriously impair the efiicient operation and for that reason it is highlydesirable to'pass any airpresent in the system out of tank 20 through passages 30, into tank 33,;

and a certain amount out through vent 35 to the atmosphere.

The radiator also has an independent section which is represented by the ,passages' 30. This independent section is connected to the liquid circuit through either tank the lower main radiator core passages 11 tank 20 passages through the tank 33 and passage 'to the atmosphere, or itis connected to the liquid circuit through the tank 31 passage 18 tank 20 passages 30 tank 33 passages 25 to the atmosphere. V

For the system to operate efficiently it is necessary to remove any air which may be present therein, and especially to remove any air present in the body of the pump when the liquid is being circulated. For this reason the vent pipe 36 is provided and it will be seen that any air which may be present in the pump will readily escape therefrom through the pipe 36 tank 20 passages 30 tank 33 and vent 35 to the atmosphere. When the pump has freed itself from air should a small amount of water be by-passed through the pipe 36 into the tank 20'it will be returned again to the liquid circuit through the, passage 18 and the outlet 5. It will now be clear that thiscooling system comprises an all liquid cooling circuit having a relatively small cooling capacity leading from jacket 2 through pipe 3 to tank 25 of radiator 4,.

through bottom tank 31 of' said radiator, through pipe 5 to pump 6, and through pipe 7 back to said jacket 2. By thus circulating the liquid through this circuit ofv small cooling capacity, one is enabled to rapidly heat up the liquid to a desired temperature and thus start the car with a minimum loss of time.

It will likewise be clear that the said all liquid cooling circuit is provided with the restriction 41 which causes the pressure in the jacket 2 to be suflicient to prevent any substantial amount of vapor being generated therein, so that the entire jacket space is occupied by liquid and devoid of air pockets, and thus is a more uniform heating of the parts'secured and a more uniform combustion of the fuel attained.

It will be seen furthermore that the tanks 25 and 31 c-onstitiite expanded portions of said all liquid circuit disposed outside of said jacket and in-which there is generateda substantial portion or nearly all of the vapor that isto be condensed, and that said vapor is generated in the radiator itself ata point well removed from the jacket, with relatively restricted connections to said jacket normally filled. with liquid, so that said vapor is effectually prevented. from passing back into said jacket.

It will likewise be clear that the tubes 11 and tank 20 constitute a by-pass or' shuntcirout, and the condensate returned to the liquid circuit. That is, the latent heat necessary for the formation of said Vapor is not extracted from said liquid until after the latter reaches a temperature usually above 212 F., depending upon the' dimensions of the restriction 41, so that said liquid may be maintained under normal conditions of op eration at a fairly constant pressure, and at a temperature somewhat below its boiling point in the jacket 2 depend'ng of course upon said pressure. It therefore follows that the extra heat generated by the engine at high speeds, heavy loads, etc., is automatical- 1y absorbed or dissipated by the'latent heat of vaporization in the tanks 25 and 31 located in the radiator 4. On the other hand, said vapor formed in said tanks is immediately condensed in the tubes 11, the condensate returned to the all-liquid circuit, and the heat absorbed by'sai'd vapor carried out of the system by the air brought into contact with said tubes 11.

It is obvious that those skilled in the art may vary the operation of this device as well as thedetails of construction and the arrangement of parts without departing from the spirit of the invention, and therefore it is not desired "to be limited ,to the above disclosure except as may be required by the claims.

What is claimed is 1. 'In a cooling system for internal comcomprising a passage communicating with said radiator; a circuit of a relatively high cooling capacity adapted to pass cooling" fluid around the portion of said first named circuit in said radiator and means to sepairate out any air present in said circuit.

3. In a cooling system for internal combus-= tion engines, the combination of a' circuit comprising a acket, a radiator, a pump, connections between said jacket and'radiator,

connections between said radiator and said pump, and connections between said pump and jacket, said circuit when operating 'containing a liquid in said jacket, radiator, pump, and each of said connections, and said first named connections provided with a restriction between said jacket and radiator adapted to prevent said liquid'therein from entering the vapor state until said liquid passessaid restriction; and means for separating out any air present in said pump.

[ 4.-In a cooling system for internal combustion engines, the combination of a cooling circuit comprising a jacket, a radiator. provided with a pair of vertically disposed side tanks andhorizontally disposed water tubes connecting said tanks. a connection provided with arestrictio'n joining said jacket and one of said side tanks, a pump, connections joining said pump and the other of said side tanks, and a connection between the pump and the jacket; and an air separating pipe joining said pump and said last named tank.

5. Ina cooling system for internal combustion engines, the combination of a cooling circuit con'iprising' a jacket, a radiator provided wvith a pair of vertically disposed side tanks and horizontally disposed water tubes connecting said tanks, aconnection provided with a restriction joining said jacket and one of said side tanks, a pump, connections joining said pump and the other of said side tanks, means connecting said first named tank and saidlast named connections, and a connection between the pump and the jacket; and an air separating pipe joining said pump and saidlast named tank.

6. In a cooling system for' internal combustion engines, the combination of a cooling circuit comprising a jacket, a radiator provided with a. pair of vertically disposed side tanks and horizontally disposed water tubes connecting said tanks, said radiator also provided with a top tank, connections between one ofsaid. vertically disposed tanks and said top tank and a vent to the atmos phere from said top tank, a connection""provided with a restriction joining said jacket and one of said side tanks, a pump, connections joining said pump and the. other of said side tanks and a connection between the circuit, as well as a condenser for the vapor -t'orrned in said circuit, said system adapted to permit the escape from said circuit of any air present therein while permitting said vapor to be condensed and returned to said circuit, and a restriction in said-circuit dis posed between said jacket and said con-J denser; and a second condenser communieating with said circuit adapted to condense any vaporspassing through said first named condenser.

8. In a cooling system for internal combustion engines the combination of a jacket; a radiator ;'an all liquid circuit from said jacket to said radiator and from said radiator to said jacket comprising means to evolve vapor outside of said jacket only; means to condense said vapor in one portion of said radiator; means to condense in another portion of said radiator any vapor passing through said first radiator; an all liquid circuit from said jacket to said radiator and from said radiator to said jacket comprising means to evolve vapor outside of said jacketonly as well as means to continuously pass liquid through said circuit; means to condense certain-of saidlvapor in one portion of said radiator; additional means to condense in another portion of said radiator any vapor passing through said first named radiator part; and means to separate out any air present in the system.

10. In a cooling system for internal combusticn engines the combination of a jacket; a radiator; an all liquid circuit from said jacket to and throughsaid radiator and from said radiator to said jacket comprising a restricted and an expanded portion adapted to evolve vapor outside of said jacket only;

said vapor and return the condensate to the ent in the system.

12. In a cooling system for internal combustion engines the combinationlof a serially connected cooling circuit adapted to contain a vaporizable cooling liquid comprising a jacket, a pump and a tank; a passage connected in parallelism with said circuit to condense any vapor therein, and means communicating with the cooling circuit to condense any vapor leaving said passage.

13. In a cooling system for-internal combustion engines, the combination of aserially connected circuit comprising a jacket, a cooler, a pump, connections between said jacket and cooler, connections between said cooler and said pump, and connections between said pump and jacket, said circuit when operating adapted to contain liquid in said jacket, cooler, pump and each of said connections, and saidfirst named connections provided with a restriction between said jacketand cooler adapted to prevent said liquid therein from entering the vapor state until said liquid passes said restriction; and a second cooler communicating with said circuitand adapted to condense any vapor passing through said first named cooler.

14. In a. cooling; system for internal combustion engines the combination of a circuit adapted to contain a vaporizable cooling fluid comprising a acket and connections including a section for cooling said fluid; and a second circuit communicating with said first named circuit for further cooling and returning to the ,cold side of said first named circuit the fluid insufiiciently cooled therein.

15. In a cooling system for internal combustion engines the combination of a circuit adapted to contain a vaporizable cooling fluid comprising a jacket and connections including a section of high radiating capacity for cooling said fluid; and a second circuit also of high radiating capacity communicating with said first named circuit for further cooling and returning to the cold side of said first named circuit the fluid insufliciently cooled therein.

16. In a cooling system for internal combustion engines the combination of a serially connected circuit adapted to contain a vaporizable cooling-medium comprising ajacket and connections including a section for cooling said medium at low engine temperatures;

-- a second circuit connected in parallel with said first named circuit for cooling and condensing said medium and its'vapors at higher engine temperatures; a third circuit communicating with said first and second named circuits for condensing any uncondensed vapors passing therethrough at still higher engine temperatures; and means for returning to said first named circuit all of said condensates. i

17 In a cooling system for internal combustion engines the combination of a serially connected circuit adapted to contain a vaporizable cooling medlum comprising a acket and connections includlng a section for cooling said medium at low engine temperatures; a second circuit including a plurality of passages connected in parallel with said first named circuit for cooling and condensing said medium and its vapors at higher engine temperatures; a third circuit including a plurality of passages communicating with said first and second named circuits for condensing any uncondensed vapors passing therethrough at still higher engine temperatures; and common means for returning to said firstnamed circuit all of said condensates.

18. In a cooling system for internal combustion engines the combination of a serially connected circuit adapted to contain a vaporizable cooling medium comprising a jacket and connections including a section for cooling said medium at low engine temperatures;

passages of high ra iating capacity communicating withsaid first and second named circuits for condensing any uncondensedvapors passing therethrough at still higher engine temperatures; and means for returning to said first named circuit all of said condensates.

'19. The method of operating a liquid cooling circuit of an internal combustion engine provided with a heat absorbing section and a heat dissipating section; which consists in maintaining the pressure in the heat absorb ing section of said circuit too high to permit vapor to be evolved from said liquid; maintaining the pressure in the heat dissipating section of said circuit and on one side thereof sufliciently low to permit the evolution of vaporfrom said liquid; and shunting the 1 dissipating section and returning it in condensed form to said heat absorbing section.

20. The method of operatinga liquid cooling circuit of an internal combustion engine provided with a heat-absorbing section and a heat dissipating section, which consists in maintaining the pressurein'the heat absorbing section too high to permit vapor to be evolved from said liquid; maintaining the pressure in the heat dissipating section and on one side thereof sufliciently low to permit the evolution of vapor from said liquid; cooling evolved vapor to the other side of said heat said liquid at low engine temperatures; sepa-- rately cooling the evolved vapors at higher engine temperatures; and returning the condensates devoid of airto the cooled liquid.

21. The method of operating a liquid cool ing circuit of an internal section and a heat dissipating section, which consists in maintaining the pressure in the heat absorbing section too high to permit vapor to be evolved from said liquid; maintaining the pressure in the heat dissipating section and on one side thereof sufficiently low to permit the evolution of vapor from said liquid; cooling said liquid at low engine temperatures; separately cooling the evolved vapors at higher engine temperatures; additionally cooling and condensing the evolved vapors at still higher engine temperatures and returning all of the condensates devoid of air to the cooled liquid.

22. A cooling system for internal combustion engines having in combination a circuit adapted to contain a vaporizable cooling fluid comprising a jacket and connections inv eluding a section for cooling said fluid, said section pro ided with an inlet and an outletand a header for each; and means for further cooling and returning to the cold side of said circuit the fluid insutflciently cooled therein, said means being connected in parallel with said circuit between said headers.

23. A cooling system for internal combustion engines having in combination acircuit adapted to contain a vaporizable cooling fluid comprising a jacket and connections including a section for cooling said fluid, said section provided with an inlet and an outlet and a header for each, the inlet header adapted to receive liquid and vapors, and the outlet header permitting liquid and vapors to separate; and means for further cooling and re 40 turning to the cold side of said circuit the va- Q por insufficiently cooled therein, said means being connected in parallel with said circuit between headers.

24:. A cooling system for internal combustion engines having in combination a circuit adapted to contain a vaporizable cooling fluid comprising a jacket and connections including a section for cooling said fluid, said section provided with an inlet and an outlet and a header for each, the inlet header adapted to receive liquid and vapors, and the outlet header permitting liquid and vapors to separate; means for further cooling and returning to the cold side of said circuit the vapors insufliciently cooled therein, said means being connected in parallel with said circuit between said headers; a vent associated with said circuit; and cooling means connected between the outlet header and said vent.

25. A cooling system for internal combustion engines having in combination a circuit adapted to contain a vaporizable cooling fluid comprising a jacket and connections including a section for cooling said fluid, said section provided with an inlet and an outlet header at the outlet side of said section permitting liquid and vapors to separate; a vent associated with the outlet side, of said section; and cooling means for said vapors connected between the outlet header and said vent. In testimony whereof I aflix my signature.

WELLINGTON W. MUIR.

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