US1639745A - Process of and means for cooling internal-combustion engines - Google Patents

Description

' :s sheets-sheet 1 @www Filed Oct. 11. 1924 MMMMMMAMM Mw-wwMw/w Y PROCESS OF` AND MEANS FOR COOLING INTERNAL COMBUSTION ENGINES Aug. 23, 1927.

@Horne-1j g w. w. MulR PROCESS OF AND MEANS FOR COOLING INTERNAL COMBUSTION ENGINES Filed Oct. 11. 1924 3 sheets-sheet 2 www . .1,639,745 Aug. 23, 1921 W. W. Mum* PROCESS OF AND MEANS FOB COOLING INTERNAL GOMBUSTION ENGINES Filed Oct. 1l, 1924 3 Sheets-Sheet 3 v 1mm/nio@ fyi/KIWI; 7

@Roz umg Patented Aug. 23, 1927.

uiten STATES WELLINGTON W. MUIR, OF LOCKPRT, NEW YORK.

PROCESS E AND MEANs Eon cooLiNG INTERNAL-COMBUSTION ENGINES.

Application filed October 11, 1924. Serial No. 743,158.

rlhis invention relates to a cooling system for internal combustion engines and a process ot operating the saine, and has for its object to improve the constructions and procedures heretofore proposed. y

Vith these and other objects in view, the invention consists in the novel steps and combinations constituting the method or process and in the novel parts and combinations of parts constitutingthe apparatus, all as will be more fully hereinafter disclosed and particularly pointed out in the claims.

Referring to the accompanying drawings forming a part oit this specification in which like numerals refer to like parts in all the views Figure 1 is a. sectional view taken on the line 1 1 of Fig. 2, looking in the direction of the arrows, and showing a cooling system, partially broken away, made in accordance with this invention. y

Figure 2 is a sectional view taken on the line 2 2 of Fig. 1, looking in the direction oiC the arrows;

Figure 3 is a sectional view taken on the line 3-3 of Fig. 2, looking in the direction ot the arrows;

Figure 4lis a detail Sectional view ot the bottom portion ot the radiator showing a modilication ot the standpipe or controlling tank; Figure 5 is a detail sectional view show ing a modied form of connection between thevcore 5 and the pipe 3;/

Figure 6 shows a modified torni ot the delivery end of pipe 3;

Figures Y and 8 iliustrate still further modified forms oi the delivery ends ot Pire 3; Y

Figure 9 is an enlarged sectional view ot the connection between the tank 8' and the standpipe 11i; and

Figure 10 is a diagrammatic illustrati-on ot a niodied form ot standpipe 11.

1n order that the precise invention may be the more clearly understoochpit is said 2*-- One of the advantages ot this cooling system resides in the tact that Aonly that part ofthe radiator which is active is filled with liquid, and therefore theainount of radiatingV4 surface which is in contact with the liquid to be cooled varies trom time to time with the amount of liquidl which is ilowing from the cooling jacket of the motor to the radiator.l` y p y In operating the conventional or standard liquid cooling systems on the other hand, the following diliiculties have been encountered: During cold weather, it the older systems are completely filled with water and the heat of circulation is shut olf from the radiator by thermostatic or other means while the motoris warming up, the radiator is apt tofreeze due to the entire radiator core being in contact with the liquid, andvtheretore cooling such a large quantity ofA liquid that the engine cannot heat it up sutliciently fast during `the peri-od of starting. In the system of this invention, however, this objection is. overcome by using only a suliicient area ot .the radiator core to reduce the teinperature ot the relatively Small quantity of liquid present, down to a desired point. In other words, with this invention under like loads and when the engine jacket is warming up, there is very little of the radiator core active or filled with liquid. while under heavy loads or during hot weather, practically all the radiating surface is active, so

that the amount of liquid present in the core may be said'to vary inversely with the teniperat-ui'e oitv the engine acket.

In, the drawings, 1 indicates any suitable engine provided with a jacket 2 from which leads the connection 3 to the tank .9 disposed below the core 5 of the radiator 6, as Shown. 7 indicates the lower radiator tank which is divided into two tanks or compartments 8 and 9 by the partition 10. 11 vindicates a vertically disposed controlling standpipe, receptacle, or chamber, located in the tank or compartment S, and connected at its bottom with the pipe or passage 12, while its upper end 15.- isy lett open as shown. A'small passage or opening 1li joins thebottom ot chamber 11l with the tank, or compartment 8, fora purpose that will presently appear. 15 indicates a pipe leading from the jacket 2, to the pump'16; 17 indicates a connection between the pump 16 and passage 12; and 18 indicates a valve in said connection. 19 is a chamber at the top ot pipe 15, and 20 a check valve in said chamber, controlling said pipe 15. l

The partition 10 is provided with a: small drain hole 21 to draw oit the water from the'compartment or tank 9, and thus prevent freezing in cold weather. 22 designates a level indicating cock, 23 a manually controlled valve for opening and closing the oriicel, and said valve is provided with the supporting housing 24 disposed inside the tank 8, as shown. 3l indicates orifices Connecting tank 8 with orifice 14 and standpipe 1l, Isee Figure 9. 26 indicates a vent pipe extending from the upper tank 2?" downwardly to the atmosphere, as shown, and 28 indi ,ates filler cap, through which the systeiii may be filled in the usual manner.V

'llie operation of this apparatus is as follows :M'llie system may be filled through the filler cap 28, or through any other suitable means not shown, until vthe level of the cock 22 is reached. ily ascertained by leaving` the cock open. As th top '1.3 of the chamber or standpipe l1 is disgosed above the level of cook 22, liquid in only small quantities vgoverned by the valve 23, can enter the said standpipe l1 and be sucked by the pump l5 and delivered back to the jacket 2 while the motor is heatingv up on starting. Due to this slow return or circulation of liquid in the system, the jacket temperature will of necessity rise rapidly as the inotor continues to run, and vapor and liquid will be forced through pipe 3, into tank 9, and through orifices Ll0, Fig. 3, up into the radiator core 5, as indicateti by the arrows ll. Said liquid and vapor thus passing; from the tank 9 up into the passages o0 oi' the radiator core 5` to greater and greater heights as indicated by the arrows Lll, while the. engine `continues to heat up, these vapors will condense and fall through the said passages and openings EL, backinto tl e tank S as will be clear from Figs. 1, 2 and 3.

The engine having,l beeoine lieatedto its workingtemperature, the liquid collecting in the tank 8 will be quite hot and mixed with a considerable proportion of vapor, with the result that its level 33 will soon rise sufficiently to overflow the top nf3 of the standpipe ll. lli/Then this happens, the pump lo will have a very much larger supply of cooled liquid to draw from and will tlierefore introduce into thejacket a much greater volume than during the starting period of the engine. its the engine continues to heat up due to an increase of speed or-of the load, still greater quantities of vapor .will be introduced into the condensed liquid in tank 8, and the level 33 thereof will rise still higher above the top 13 of the controlling tank ll, so that the pump 16 will be fed to its capacity. Said capacity being sufficient, said pump vwill now supply enough cooled liquid to the jacket to prevent u t, se of temperature, and the radiator passages will, also, new de filled to such an extent as to cool a s cient quantity of liquid to ineet the nee of the jacket when the "in heat output from the engine is had.

lt is an equilibrium will be estaband the `system will function normally.

@n the other hand, when the load dereases.,v the heat output decreases, the lever 33 of the liquid and vapor falls,

rlhis level may be read-l the supply to the pump falls, and the temperature of the jacket rises due to a smallerquantity of liquid present in the jacket to absorb the heat output of the engine. This insufficient supply of cooled liquid inthe jacket immediately causes the production of an increasedy quantity of vapor, the condensation of the saine in the core 5, and the rise of the level 33 until it again overflows the top 13 of the controlling` standpipe ll, whereupon the cycle is re-V peated.

ln the somewhat inodiliedfoi'in of theV invention shown in Fig. ll, the constructionris or may be substantially the saine as in Fies.

tor, it in'ay be provided with the perforatioiis 36, as illustrated, which perforations are iiiade to regis er with the perforationsAt-O in the bottom of the radiator, as shown, so that more,pronounced jets may be delivered into the passages 30 ofthe radiator core and thus niay the mixed vapor and liquid de-v livered to said core be projected further up into the core, as will be readily understood from the arrows in F ig. 3. 'V

in the still further .modified forni the invention shown in F 6, the end 3'? of the pipe 3 is provided with an elongated slit 38 which delivers a sheet of mixed vapor and liquid, or of vapor alone, as the case may be, up through vthe orifices elfi into thek passages 30 ofthe radiator core 5. In the illustration shown in Fig. 7, the end 37 of the pipe 3 is provided with .cross-slits 39 which are adapted to register with the orifices l() illustrated in Figs. l and 5. y

In the form of the invention shown Y in F ig. 8, the end 37 of the pipe 3 is provided with orifices such las the orifice 36 illustrated in Fig.. 5, but this end 37 of the pipe is made cylindrical with the main body portion of,v

the body, which is not the case in Fig. 5, and therefore it may be adjusted slightly in and out to regulate the sizes of the jets delivered Y to the passages 30 of the core 5.

In the somewhat modified forni of the invention diagrammatically illustrated in Fig.

10, the standpipe` llis provided with a der flector to prevent liquid from flowing down into said standpipe through the orifices 32 and thus filling the saine before the level of t-he liquid reaches the top edge 13 thereof.

It will thus be seen that in all the forms of this invention, the liquid in the tanks 8 and 9 normally exists up to a level 33 which is almost equal to'that of the top 33 ofthe controlling tanks 11 or 35', as the case may be, that the controlling'tanks 11 or 35 are connected to the pump 16 by means of theV vof liquid can be fed into the jacket 2 by the pump, and consequently upon starting the engine the heat generated Will be suiiicient to vaporize this liquid in a very short period of time. The result is the vapor Will enter the tank 9, pass in jets up into the passages 30 of the radiator core 5, and be condensedl to a greater or less degree. In other Words, the mixture ofl condensed liquid and vapor Will flow down through the rear passages 30 of the radiator, through the orifices 32 of the bottom plate thereof, and back into the body of liquid in tank 8. The vapor thus collectin the tank 8 will readily raise the level 33 of the liquid therein, which Will, as the engine continues to heat up, soon raise said level 33 sufficiently for it to overflow the top 13 of the controlling tank 11 or 35, as the oase may be, Vwhereupon the pump Will receive much great-er volume of liquid and vapor than it did through the orifice 14; This volume of liquid and vapor, 0f course, possesses a greater coolingl effect on the engine than did the previously restricted volume of liquid passing through the orifice 14, but it Will not at first possess a sufficient cooling effect to prevent it from being very quickly re-converted into vapor and sent back through the pipe 3 into the passages 30 of the radiator core 5. ln other Words, as the engine continues to heat up, greater and greater volumes of vapor pass through the pipe 3 into the passages 30 ofthe core 5 and said passages 30 are filled to higher and higher levels3 as are indicated by the arrows 41 in Figs. 1 and 3. The greater volum-es of vapor passing into the-radiator core, of course. carry still greater volumes of vapor back into the tank 8 and thus serve to still further raise the level 33 of the liquid in said tank above the top 13 of the controlling tank 11. This raising of the level 33 in turn supplies the pipe withv a still greater volume of mix-ed liquid and vapor1 which has a still further cooling effect upon the` engine jacket, and so on the process continues until the cooling effect on the engine is sufcient to prevent any further yrise in the vapor or mixed vapor and liquid that is now delivered through the pipe 3 to the passages 30 of the core 5. lhen this condition olotains, an equilibrium of operation is reached pressure of the mixed vapor and liquid passing into the passages 30 of the radiator Will decrease, Which in turn will decrease the level of the liquid in the tank 8. Whenever this said level falls very slightly below the top edge 13 of the controlling tank 1l,

then the temperature of the fluid delivered through the pipe 3 to the radiator core Will increase and thus will more vapor enter the tank 8 and cause the -level 33 to rise so high as to supply to the jacket a sufficient quantity l of fluid to take care yof the entire output of the engine no mat-ter what that might be.

In yothervvord's,V the operation of the invention' automatically controls itself to maint-ain. the level 33 of the liquid in the I tank 8 at or about the level ofthe top of the controlling tank andy said operation so acts as to reduce said level'belovv' said edge 13 when said level gets too high, and to raise said level abovefthe edge 13 when said level' f# gets too low, so that the system is entirely self-regulating. v

The foregoing operation presupposes that the'system only contains the liquid that was filled'up tothe level 33 in' tank 8, in which case the systemy will function substantially as a Wet'vapor or steam cooling system. In such a system it will be observed that the rate at which heat is transferred in the radiator to the air from the hot vapor and liquid depends upon the quantity. of fluid delivered per unit oftime through the pipe 3, and'th at this quantity, in turn, depends upon the pressure and speed'of'the fluid in said pipe. It

ivillibe-further observed that the area of the efficient active surface ofthe radiatorcore at any given time will likewise depend upon the pressure and the velocity of the fluid in the pipe 3. The velocity of the fluid in said pipe in turn will depend upon the sizesiof the orifices 40, and other obstructions met Wit-h in the discharge. of the hot Huid' into the radiator core 5. But' should the jacket 2 also be partially -filled'with liquid as by well known means. not shown. or by pumping the'liquid'out of the tank 8. and then re-filling said tank, thesystem will function as a mixed liquid and vapor cooling system,

lll() according-to the. amount of liquidvr initially l placed inthe jacket.

` InVV such case, it' would take a longer time for the engine' to heaty up onV starting` but due to the very slorv'circulation through the restricted or1fice14', the engine Will heat up more rapidly/'thanwould be the ease, if the inorerapid circulation of the prior systems were employed; Insuch ease. the radiator core 5, Would' also' be partially filled with liquid, and.th'e'fcontrollingtank 11 or 35 would have toe-Xtend up to or slightly beycnd the level of' the liquid in the radiator core.

lilfliat is claimed is l. The process of operating' an engine cooling system comprising a jacket and an upfiow radiator which consists in supplying to said jacket While the engine is running alteriately too little and too much cooling fluid to continuously maintain the jacket temperature at a predetermined point; and alternately subjecting the fluid to a cooling action in the radiator varying with the pressure of said fluid leaving said jacket.

2. The process ot' operating a fluid cooling system for an engine While the same is running which consists in subjecting the fluid tocooling action varying in proportion to the pressure of said fluid; and returning the cooled fluid to the jacket in amounts proportionate to the cooling act-ion to maintain the jacket temperature constant.

3. In a cooling` system for engines the combination of a jacket; an upflo\v radiator; means associated With the system adapted to supply to said jacket automatically and alternately too little and too much cooling fluid to continuously maintain said jacket at a. predetermined desired temperature; and means associated with the system for automatically and alternately supplying heated fluid from said jacket in greater and lesser quantities to higher and lower cooling portions of said rip-flow radiator to cool said fluid.

*1l-. ln a cooling` system for engines the com bination of a jacket; an up-flow radiator connected to said jacket by a. passage; and means comprising a controlling tank and a return connection for automatically causing the rate of heat transfer from the cooling fluid to the air to vary With the pressure exist-ing in said passage.

5. In a cooling system for engines the combination'of a jacket; an up-flow radiator; a connection between said radiator and said jacket tofdeliver heated fluid to said radiator: a return connection comprising a controlling tank and a pump between said radiator and jacket adapted to automatically cause, While the engine is running; the active surface of said radiator to increase withthe pressure and velocity of the fluid passing from said jacket to said radiator.

6. In a cooling system for engines thev combination of a jacket; an upfloyv radiator: means for passing hot Huid from said combination of a jacket; an up-fioW radiator; means for passing hot fluid from said acket upwardly into said radiator; means com prising a controlling tank provided With an adjustable restricted orifice for automatically7 While the engine is running, passing the cooled fluid from said radiator to said jacket alternately in quantities too small and too great to continuously maintain the jacket at a desired constant temperature.

8. n a cooling system for engines the combination of a jacket; an up-flow radiator; means for passing hot fluid from said jacket to differentdistances upwardly vinto said radiator accordingto the varying temperatures in said jacket; means comprising a pump anda controlling tank provided with an adjustable restricted orifice for automatically; While the engine is running; 'passing the cooled fluid from said radiator tosaid jacket alternately in quantities too small and too great to continuously maintain the acket at a desired constant temperature.

The process of operating a cooling sysi tem for an internal combustion engine involving the circulation olfa liquid vbetween the jacket and a radiator which consists in subjecting a limited supply of liquid to the cooling action of said radiator While the 'engine is heating up in order to quickly raise the temperature of said liquid to its lpoint oi vapouization; increasing the supply -of liquid to the jacket after said temperature has been raised; and alternately supplying toc unich and too little liquid to said jacket to continuously maintain the jacket temperature at a predetermined point.

l0. The process of operating a cooling systcm comprising an engine, a jacket7 an up flow radiator and a pump which consists in limiting the supply of cooling liquid to said jacket belowr that necessary to loiverv the temperature thereof until said tempera-Y ture rises above the point of vaporization oi said liquid; causing the pressure of' theY vapor thus produced to dischargev said vapor into said up fioiv radiator; and causing said last named action vto increase the supply of liquid to said jacket to a quantity sufficient to prevent any further increasein the temperature of said jacket.

ll. rlhe process of operating a fluid cool.- ing system for an engine While the same is running, said system comprising a jacket, a. radiator, and fluid conducting passages therebetween, which consists in subjecting the fluid to the cooling action of said radiav tor proportionately Vto the pressure of the fluid leaving said jacket; land returning the cooled fluid to said jacket in quantities anni# cientto `maintain the temperature-of'said jacket substantially constant.

In testimony whereof I affix my signature.

WELLINGTON W. ivnra.

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