US1703164A - Cooling system - Google Patents

Description

Fb. 26, 1929. 1,703,164 W. W. MUIR 1 COOLING SYSTEM Original Filed Nov.28. 1921 a Spats-Sheet 2 awwznkoz 1 103164 Feb. 26, 1929. W; w Mum 7 1 COOLING SYSTEM Original Filed Nov.28. 1921 3 Sheets-Sheet 3 III: v 5.:

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II/ J 4 W i 1g Patented Feb. 26, 1929.

' UNITED STATES PATENT OFFICE.

WELLINGTON W. MUIR, OF LOCKPORT, YORK, ASSIGNOR T HARRISON RADIATOR CORPORATION, OF LOCKPORT, NEW YORK.

COOLING SYSTEM.

Original application filed November 28, 1921, Serial No. 518,379. Divided and this application November 22, 1926.

This application is a division of my prior copending application Serial No. 518,37 9, filed November 28, 1921.

The present invention has reference to cooling systems for internal combustion engines of the type wherein a fluid is employed as the cooling agent.

One of the objects of the invention is the provision of a new and improved cooling system for internal combustion engines wherein the generation of steam and vapor and its condensation is employed in said p system.

Another object of the invention 18 the provision of a new and improved arrangement p of mechanism for returning the condensed fluid to the liquid cooling system.

A still further object is to provide the cooling system so that it may be operated at subatmospheric pressure and the condensed fluid returned to the liquid cooling system.

Other and further objects and advantages of the invention will appear as the description proceeds.

In the drawings,

Figure 1 is a vertical sectional view, more or less diagrammatic, of one embodiment of the invention, parts in elevation and parts broken away;

Figure 2 is a vertical section through an auxiliary tank shown in Figure 1;

Figure 3 is a view'similar to Figure 1 showing a modified form of the device;

Figure 4 is a detail view showing a modified form of vent arrangement for the vacuum tank;

Figure 5 is a detaail view of a modified form of vent arrangement; and

Figures 6 and 7 are sectional views of modified forms of the device shown in Figure 3.

Referring now more particularly to Figures 1 and 2 of the drawings, the reference numeral 1 indicates an internal combustion engine having the water jacket 2 associated therewith, as is usual in such constructions. The water jacket 2 is supplied with water or other cooling fluid from the chamber or header 3 through the passage 4which connects the header 3 with the lower portion of the water jacket 2, the return of the water taking place through a conduit or passage 5. As shown, the overflow opening of the passage 5 is above the level 6 of the liquid in running.

filed Serial No. 150,037.

the upper chamber, but the construction may be otherwise. The chamber 3 is variously designated as a chamber, header or waterhopper.

In order to prevent the local formation of steam in undesirable or dangerous quantities in the jacket 2 of the engine, it is desirable though not absolutely necessary to provide power-operated means for circulating the cooling fluid therethrough. Any suitable mechanism may be employed for this purose. As shown on the drawings, a pump 7 located 'inthe passage 4 and operated from the fan shaft 7 is employed for this purose.

The chamber 3, passage 4, the water jacket 2, and the passagefi constitute what may be considered the main circulatory system. When the free end of the .pipe 5 is arranged to extend above the level of the liquid in the header 3 as shown in the drawing, the main circulatory system may be considered as being a non-continuous or an interrupted one and as a result of this construction, whether or not a pump be employed, there will be no circulation of the cooling fluid while the engine is at rest, consequently it will take a relatively longtime to cool the water within the jacket and the engine will remain warm for a comparatively long period after it stops Associated with the chamber 3 is a radiator, or radiator core or condenser 10 of any suitable construct-ion. This radiator may be located at any convenient point relative to the engine. As shown, it occupies the usual position in front of the engine.

' It is desirable that the radiator be so arranged that no liquid circulates through it. Any suitable arrangement of mechanism may be employed for this purpose. One

form of mechanism for accomplishing this without theme of valves is shown on the drawing wherein the passage 11 leading into the radiator has its upper end extending above the level of the liquid system. The lower end of the pipe 11 may be attached at any convenient point to the radiator, as at one end thereof. As shown, it is attached to the upper end of the radiator. This arrangement permits only vapor or steam to enter the radiator core. Moreover, this arrangement not only permits the engine to operate at higher temperatures and conse- CPI quently more efiiciently, but also permits the employment of a smaller amount of the cooling fluid than is commonly used, together with a considerable reduction in the size of the radiator, because of the greater difference in temperature between the air and the radiator core which is conductive to a greater transference of heat between the two. Moreover, since vapors and steam formed in the system are condensed and re turned thereto, it not only permits the use of a smaller amount of the cooling fluid but also prevents the escape of any volatile anti-freezing mixture that may be employed. The lower end of the core 10 is provided with, or connected into, a lower chamber or header 12 for receiving the condensed fluid.

Suitable provision is made whereby the condensed fluid is returned to the body of the cooling liquid. Any suitable means may be provided for this purpose. As shown in Figures 1 to 4 pump mechanism, in the form of an auxiliary tank or chamber arrangement 14, is employed which is in communication with the header 12 through the pipe or passage 13. i This chamber 14 may be of any suit-able construction. As shown, this chamber is formed of two cup-shaped stampings and 21 joined together and to the chamber 3 by the flanges 22 in any suitable way.

The upper portion of the chamber 14 is provided with a valve support and guide 23 secured in the top of the chamber. As shown, this support is provided with an aperture or vent 24 in communication with the atmosphere. The valve support may, if desired, be provided with a lateral extension 24' having an aperture therein in com munication with the aperture or vent 24. By this arrangement the aperture or vent opens laterally into the air and dirt and dust is not quite so likely to enter and stop up the same. This extension may, of course, be omitted. if desired. I

The lower portion of the chamber has an outlet passage 25 with a dump valve 26 preferably located above the level 6 of the liquid and also preferably of the normally closed type. The valve 26 may be provided with suitable means, such as the counterweight 26, for normally seating the valve. Mounted within the chamber 14, as by means of the brackets 26, is a float chamber 27 open at the top and provided near its bottom with an opening or openings 28; and suspended in the float chamber in any suitable manner is a'relatively large float, the construction of which may be varied widely. In the form shown, it comprises the cylindrical body 30 and the heads 31 soldered or otherwise connected thereto.

The chamber 14 is provided with a vent passage which may open into the chamber or header 3. As indicated in Figures 1 and 2, a passage or conduit 32 has one end secured in the wall of the header or chamber and its other end extending into the chamber 14 is secured in the valve support in 'com munication with the aperture 32. In the form shown, the apertures 24 and 32 are in vertical alignment. and are adapted to be alternately opened and closed by a double valve 35, but here again the construction may be varied, that shown being preferred largely because of its low cost. The valve is operated from the float in any suitable manner. As shown, the valve has an. elongated slot 37 for receiving the bail 36, which extends through the slot of the valve guide 23.

The pipe or passage 11, radiator core 10, the lower radiator chamber or header 12, pipe or passage 13, and the auxiliary chamber 14 constitute what might be termed the auxiliary circulatory system. The main circulatory system and the auxiliary system may be together considered as constituting the cooling system for the engine.

It is desirable that the filling passage 38 be connected into the chamber 3 from the side and that its upper end he so located as to preclude the filling of the chamber 3 above the level 6,

In operation, when the engine starts the pump will cause a circulation of the cooling liquid in the main circulating system which will prevent hot spots and the consequent undesirable formation of steam at local points only. As a matter of fact, there is very little cooling 'efiiect until the liquid in the main circulatory system becomes heated well toward the boiling point-in other words, the engine on starting is brought quickly to a temperature which gives efficient operation. Thereafter, the vapor and steam escaping into the chamber 3 finds its way through the passage 11 into the passages of the core 10 where it is quickly condensed. Under these conditions the dump valve 26 is closed and there is little or no liquid in the auxiliary tank or-cham ber 14, therefore the float is at its lower limit of movement and the chamber 14 is in communication with the ittll'lOSPllQlG through the vent or aperture 24, thus permitting the escape of air entrapped in the system' or given up by the liquid when it is heated, The condensed fluid soon seals the lower end.

of the pipe or passage 13 and then when the pressure of the steam in the radiator becomes suflicient it will force the condensed fluid in the header 12 through the passage 1 13 into the space surrounding the float cham- Cir p or passage 13.

upper edge of the valve chamber it will cause the float to rise rapidly to effect a very prompt and positive shifting of the valve. The shifting of the valve 35 will close the vent 24 and open the passage 32 and the pressure in the auxiliary chamber 14 and the chamber or header 3 becoming equalized the liquid in the passage or pipe 13 will cease to flow into the auxiliary chamber 14 and the liquid therein will be discharged through the outlet passage into the header 3. This operation will be repeated indefi nitely in accordance with the rate of steam formation.

In the form of the device shown in Figure 3 the vacuum tank principle is employed for transferring the condensed fluid from the lower. radiator chamber 12 to the upper radiator chamber or header 3. In other words, in this form of the device, the suction of the engine is employed this liquid transference. The arrangement of the device differs from that shown in Figure 1 in that the chamber 14 which may be termed a vacuum tank in this form of the device, is provided with a suction pipe 39 which is connected to the lateral extension 24 and is in communication with any suitable source of suction, such as the intake passage of the engine, or an air pump of any kind, whether shaft driven or not or of any of the various types of air exhausting devices Whether or not they depend for their operation on the movement of liquids, exhaust gases or'other fluids.

In order to providefor the escape of air that may become entrapped in the system the upper portion of the lower radiator chamber or header 12 may, if desired, be provided with an upwardly extending vent pipe 40. This pipe may be omitted, if desired.

In the operation of this form of the device, steam formed in the system will be condensed in the radiator 10. Assuming, now, that the float 30, see Fig. 2, is at the lower limit of its travel, the vent 2'4 will be open and the suction of the engine will exhaust the air in the chamber 14 thus drawing the condensed fluid from thelower radiator 'cliamber 12 into the chamber 14 thus causing the float to rise and cause the valve to close the vent 24 and open the passage 32, which operation will permit the equalization of the pressure and permit the liquid to dump into the chamber or header 3, similar to the operation of the usual fuel vacuum tank. This operation will be repeated so long as the engine is running and the level of the liquid in the chamber 12 is above the opening that leads into the pipe 4 is shown a modified arrangefor use with a system like that Fig. 3. In this form of the In Figure ment adapted illustrated in for accomplishing '47 and prevent the valve is shown as device the vent 41 is in communication with atmosphere instead of in communication with the chamber 3 as shown in Figure 2. The operation of this device is similar to the form shown in Figure 2.v

In Figure 5' is shown a modification of the arrangement of the air vent in the chamber 14. Under certain conditions, as when the arrangement is such that the steam that enters the chamber 14 to equalizethe pressure therein is condensed by the incoming water of condensation or is condensed by other means, after the passage 32 is closed, it is not necessary that the vent be open to the atmosphere. tions the system may be operated at higher pressures than obtained in the open air vent system. This may be accomplished by providing a safety valve of any suitable form in the vent.

As shown on the drawing, it may be accomplished by substituting the valve sup port 23 forthe support 23 shown in Fig. 2. The threaded stem 46 is shortened so that the bail 36 will engage the abutment 35 from closing the vent 24. The upper end of the vent 24 is enlarged to form a valve seat on which is seated the ball valve 48. The valve 48 is normally held on its seat by means of the spring 49 which is adjustably held under compression by the nut 50 which has an opening therethrough. The valve 48 is adapted to open and relieve the pressure within the chamber 14, when the same rises above a predetermined amount.

If desired, means may be provided for relieving the external or atmospheric pressure on the chamber 14 and radiator due to the condensation of the steam within the same incident to the non-operation of the engine. As shown in Figure 5, this is accomplished by providing the valve support 23" with a lateral conduit 51 having a. restriction portion to form a seat for the spring 52. The outer end of the conduit 51 is internally threaded to receive the apertured screwthreaded plug 53 which is provided with a valve seat at its under end within which the ball valve 54 is normally held by the springs 52. The compression of the spring 52 may be varied by turning the nut 53. The parts may be so adjusted that when the internal pressure falls below a predetermined minimum the valve 54 will open against the compression of the spring 2 and relieve the pressure.

In Figures 1 to 4 the tank or chamber 14 having its lower end extending down into the chamber or header 3 but it is to be understood that this tank or chamber may be separate from said header and located at any convenient point above the level of the water insaid header as shown in .Figures 6 and 7.

Moreover, under such condi- (i ll WVhen the tank or chamber let is mounted independently of the header 3, it is, of course, necessary to provide means whereby the liquid may be conducted from said tank to the header 3. Any suitable means may be employed for this purpose. This means is clearly illustrated in the modified form of the device shown in Figures 6 and 7. In these figures a receptacle 56 is shown as being secured to the lower end of the tank 14 and is adapted to receive the liquid from said tank. A conduit 57 connected to the bottom of the receptacle 56 is secured in the wall of the header 3 for conducting the liquid into said header.

The form of the device shown in Figure 6 differs further from that shown in Figure 3 in that the lower chamber or header 12 is not provided with an air vent. By this arrangement, the suction of the engine through the conduit 39 causes this system to operate at subatmospheric pressures.

This arrangement is, therefore, advantageous where it is desirable to operate the engine at lower temperatures and at the same time employ steam as one of the cooling agents.

The device shown in Figures 6 and 7 differs from that shown in Figures 1 and 3 in that the tank 14 is separate from the header 3 and located above the level of the water therein. Where the tank or chamber 1-1 is secured in such a manner that steam is formed therein as is shown in Figure 3, the suction of the engine will remove the steam with a consequent loss of the cooling fluid which is very undesirable, especially when volatile anti-freezing mixtures are employed. In order to overcome this difficulty the tank or chamber 1% is separated from the header 3 as shown in these figures and is so located that it is not materially effected by either the heat from the cooling fluid or the heat of the engine.

It is thought from the foregoing taken in connection with the accompanying drawings that the construction and operation of my device will be apparent to those skilled in the art, and that various changes in size, shape and proportion and details of con struction may be made without departing from the spiritand scope of the appended claims.

Having thus described the invention, what is claimed as new and desired to be secured by Letters Patent is:

'l. In a liquid cooled engine, a circulating stem for the cooling fluid, a radiator core ass ciated with said system for condensing steam generated in said system, and automatic means operated by suction created by the operation of said engine for removing the water of condensation from said radiator and returning it to said system.

2. In a liquid cooled engine, a circulating system for the cooling fluid, a radiator core for condensing steam generated in said system,'and automatically operating means including a vacuum tank mechanism for returning the condensed fluid to said main system.

3. In a liquid cooled engine, a circulatory system for the cooling fluid for said engine, a radiator core for condensing steam or vapor formed in said system, an auxiliary means for causing fluid condensed in said I condensing system to flow into said tank, and automatically operating means in said tank for conducting the fluid to flow from said tank to said circulatory system.

5. In an internal combustion engine, a circulatory system for cooling said engine, a condensing system, an auxiliary tank having a float therein, means for causing fluid condensed in said condensing system to flow into said tank, and means controlled by said float for causing the liquid to flow from said tank to said circulatory system.

6. In a liquid cooled engine, a circulatory system for the liquid, a radiator core opening into said system above the level of liquid therein, whereby vapors or steam are ad mitted from saic. system to said core to be condensed therein, an auxiliary tank associated with said system, means for causing liquid condensed in said core to flow into said tank, and means for returing the liquid from said tank to said system.

7. In a liquid cooled engine, a circulatory system for the liquid, a radiator core opening into said system above the level of liquid therein, whereby vapors or steam are admitted from said system to said core to be condensed therein, an auxiliary tank associated with said system and arranged above the liquid level therein, means for causing liquid condensed in said core to flow into said tank, and. means for returning the liquid from said tank to said system.

8. In an internal combustion engine, a circulatory system associated with said engine and having a liquid and vapor chamber at its upper portion, a condensing system, a conduit connecting said condensing system with the vapor space in said chamber, an auxiliary tank arranged above the liquid level in said chamber, means for causing liquid condensed. in said condensing system to flow into said tank, and means for conducting the liquid from said tank into said chamber.

9. In an internal combustion engine, a circulatory system associated with said engine and having a liquid and vapor chamber at its upper portion, a condensing system, a conduit connecting said condensing system with the vapor space in said chamber, an auxiliary tank arranged above said chamber, means for causing liquid condensed in said condensing system to flow into said. tank, and means for conducting the liquid from said tank into said chamber.

10. In a liquid cooled engine, a cooling system therefor, means for condensing steam or vapors generated in said system, an auxil iary tank connected to said condensing means, means applying suction to said tank, whereby the condensed liquid is caused to flow into said tank, and means for returning the liquid from said tank to said system.

11. In a liquid cooled engine, a liquid circulatory system therefor, a condensing sys tem, an auxiliary tank connected to said condensing system and arranged above the level of the liquid in said circulatory system, means for applying suction to said tank, whereby the condensed liquid is caused to flow into said tank, a float in said tank, and means controlled thereby for interrupting the suction to said tank and for returning the liquid therefrom to said circulatory system.

12. In an internal combustion engine, a liquid circulatory system therefor, a condensing system for condensing steam or vapors from said circulatory system, a vacuum tank'associated with said circulatory system and connected to said condensing system, means for creating a vacuum in said tank, whereby liquid will flow thereto from said condensing system, means for destroying the vacuum in said tank and for returning the liquid therefrom to said circulatory system. I

13. In an internal combustion engine, a cooling system therefor including a condenser, a vacuum tank connected to said condenser, means for producing a vacuum in said tank whereby liquid will flow thereto from said condenser, a float in said tank, and means controlled by said float for destroying the vacuum in said tank and returning the liquid therefrom to said cooling system.

14. In an internal combustion engine, a cooling system therefor having a liquid and vapor chamber at its upper portion, a condenser connected to the vapor space of said chamber, a vacuum tank associated with said chamber and connected to said condenser, means for producing a vacuum in said tank whereby the condensed liquid will flow thereto from said condenser, means for equalizing the pressure in said chamber and tank to cause the liquid to flow from the tank to the chamber.

15. In an internal combustion engine, a cooling system therefor including a chamber, a condenser for condensing steam or vapor generated in said system, an auxiliary tank, a conduit for connecting said tank to the engine, whereb a suction is produced in said tank and iquid caused toflow thereto from said condenser, a valve for said conduit, a conduit connecting said, tank to said chamber, a valve for said last named conduit, a float in said tank, means operated by said float for closing said first named valve and opening said second named valve, whereby the pressure in said tank and chamber are equalized, and means for conducting the liquid from said tank to said chamber when the pressure in the same is equalized.

16. In an internal combustion engine, a

cooling system therefor, a condenser conthe liquid from said tank to said system.

In testimony whereof I hereunto aflix my signature.

WELLINGTON W. MUIR.

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