JPS6234925B2 - - Google Patents

Description

Claim 1 An engine cooling device 11 placed on the longitudinal axis A of the engine 10, the cooling device being defined within a first chamber 19 defined within the engine 10 and within the cooling device 11. The communication of refrigerant from the second chamber 20 and the first chamber 19 to the second chamber 20 is normally prevented, and in response to the temperature of the refrigerant in the first chamber 19 rising above a predetermined level. a thermostatic device 17 for opening to communicate refrigerant from the first chamber 19 to the second chamber 20; and a relief valve 32, the relief valve being connected to the inlet 34.
a third chamber 42 defined within said housing 33 and terminating in an annular seat 44 at said outlet 37 and a longitudinal axis X of said relief valve 32; a first slope 43 defining a first acute angle a with respect to
and a valve element 41 placed in the third chamber 42, the relief valve 3
the longitudinal axis X of the engine 10 is at least substantially parallel to the longitudinal axis A of the engine 10, and a second slope 45 is defined within the housing 33 such that it intersects the first slope 43; located at a second acute angle b with respect to the longitudinal axis
significantly smaller than the longitudinal axis of said relief valve 32
and the length of the second slope 45 in the direction of
The volumes of the chambers 42 are each substantially larger than the dimensions of said valve element 41, said valve elements being substantially remote from said annular seat and blocking air from said inlet 34 through said third chamber 42 to said outlet. the liquid refrigerant substantially filling at least the first chamber 19 and the third chamber 42 by sequentially moving along the second slope 45 and the first slope 43; An engine cooling device movable to a second position in which it engages an annular seat.

2. The engine cooling system of claim 1, wherein said first acute angle a is selected from the general range of 45° to 60°, and said second acute angle b is 3.
Engine cooling system selected from the approximate range of 5° to 5°.

3. The engine cooling device according to claim 1, wherein each of the first slope 43 and the second slope 45 has a truncated conical shape.

4. The engine cooling device according to claim 1, wherein the valve element 41 is a spherical ball 41.

5. The engine cooling system according to claim 4, wherein the balls 41 have a specific gravity within the range of 4.5 to 11.0.

6. In the engine cooling device according to claim 5, the ball 41 is made of steel, and the ball 41 is made of steel.
Engine cooling system with specific gravity of 7.85.

7. In the engine cooling device according to claim 4, the inlet 34 has an opening 36' formed through a lower side of the housing 33, and
6' has a diameter smaller than that of the ball 41, and the ball 41 normally seats on the mouth 36' when the relief valve 32 is in its open state of operation.

8. In the engine cooling device according to claim 7, the opening 34 further includes the housing 33.
a longitudinally placed port 35 formed through the end of the
and a plurality of radial ports 36 formed through the housing 33 and having the ports 36'.

9 In the engine cooling system, the check valve 32 located on the longitudinal axis X comprises a housing 33 with an inlet 34 and an outlet 40
a chamber 42 defined within said housing 33 between said inlet 34 and said outlet 40; a first slope 43 defining an acute angle a; and a first slope 43 inside the housing 33.
3, and the first acute angle a
a second bevel 45 disposed with respect to said axis a valve element arrangement having a spherical ball 41 moving sequentially along an inclined surface 43; said inlet 34 having an opening 36' formed through the underside of said housing 33; A check valve having a diameter smaller than the diameter of the check valve, and characterized in that said ball 41 normally seats in said mouth 36' when said check valve 32 is in its open state of operation.

10 In the check valve according to claim 9,
The first acute angle a is selected from the approximate range of 45° to 60°, and the second acute angle b is selected from the approximate range of 3° to 5°.
Check valves can be selected from the approximate range up to ゜.

11 In the check valve according to claim 9,
Each of the first slope 43 and the second slope 45 has a truncated conical shape.

12. The check valve according to claim 9,
The ball 41 is a check valve having a specific gravity within the range of 4.5 to 11.0.

13. The check valve of claim 12, wherein said ball 41 is constructed of steel and has a specific gravity of about 7.85.

14. The check valve according to claim 9,
The inlet 34 is further placed in longitudinal alignment with the outlet 42 and has a port 35 formed through an end of the housing 33 .
a plurality of radial ports 36 having said ports 36' formed therethrough;

TECHNICAL FIELD The present invention relates to a reversing valve in an engine cooling system, through which air can escape when the engine's liquid refrigerant jacket and passageways are filled with liquid refrigerant, and which is then closed during engine operation. It is something that can be done.

BACKGROUND OF THE INVENTION Cooling systems for internal combustion engines include a thermostat that controls the flow of refrigerant from the engine itself to an air cooling radiator. In addition, relief holes are typically formed through the interior wall of the engine in which the thermostat is mounted to allow air to escape to the radiator when liquid refrigerant fills the engine's liquid refrigerant jacket and passageways. When transporting people to and from school, such as a school bus, which must be driven at low speed and idling for about 60 to 70% of the time, the engine is overcooled when the ambient temperature is -6.7℃ (20〓) or lower. That is, there is a tendency to over-cool. Such engine overcooling prevents the bus heater from releasing enough heat to maintain the interior or passenger compartment of the bus at a satisfactory temperature, e.g., 18.3°C (65°C).

One solution to this overcooling problem is to replace the continuously open relief hole with a relief valve, which fills the engine with refrigerant and allows air to escape from it before opening the outlet from the relief valve. It has a movable valve element that closes. This type of relief valve is described in U.S. Patent No. 1, issued October 11, 1977 by Charles,
No. 4,052,965, which patent is assigned to the assignee of this application. The relief valve is vertically oriented and has a spherical shape whose valve element moves vertically upwardly to engage the valve seat and close the outlet of the relief valve when filling the liquid refrigerant jacket and passageways of the engine with liquid refrigerant. It is composed of a ball member.

Any attempt to mount the relief valve horizontally within the engine introduces operational problems because the inner surface of the relief valve housing intersects the frusto-conical valve seat and is placed horizontally. This causes premature closure of the relief valve. Moreover, such sudden angular changes between the horizontally disposed inner wall and the valve seat make it difficult for the ball member to quickly and effectively close the outlet from the relief valve.
Moreover, the ball member tends to remain in the area of the valve seat, thus preventing it from fully opening when the engine and its cooling system are operated to expel air from the engine through the outlet from the relief valve.

DISCLOSURE OF THE INVENTION The present invention seeks to overcome some of the above problems.

In one aspect of the invention, the check valve includes an inlet thereof within the
a housing having a chamber defined between the outlets; a first ramp defined in the housing and terminating at the outlet so as to define a first acute angle with respect to the longitudinal axis of the check valve; a second ramp defined to intersect and positioned at a second acute angle that is substantially less than the first acute angle with respect to the longitudinal axis of the relief valve;
and a valve element arrangement for continuous movement along the first and second ramps to close the outlet of the relief valve in response to fluid flow from the inlet to the outlet.

In a next aspect of the invention, a check valve is used as a relief valve within a cooling system of an engine, where a first chamber is defined within the engine and a second chamber is defined within the cooling system. The relief valve normally cooperates with a thermostat to prevent liquid refrigerant from flowing from the first chamber to the second chamber. The thermostat opens when the temperature of the liquid refrigerant in the first chamber rises above a predetermined value to allow the liquid refrigerant to flow from the first chamber to the second chamber.
Since the relief valve is arranged horizontally, the first ramp and the second ramp cooperate to precisely guide the movement of the valve element arrangement to initially release air therethrough from the first chamber. The relief valve then closes when the first chamber is at least substantially filled with liquid refrigerant after engine startup.

The valve of the present invention thus effectively functions to properly control the movement of the valve element arrangement between its open and closed positions, and to control the temperature of the refrigerant circulating through the engine and through the heater cooperating therewith. It is particularly suited for use in cooling systems for engines where the level must be maintained at the maximum acceptable level for heating purposes.

[Brief explanation of the drawing]

Other objects and advantages of the present invention will become apparent from the following description and accompanying drawings, in which FIG. 2 is an enlarged side view illustrating the cooling device, and FIG. 3 is an enlarged side view showing the relief valve and the thermostat cooperating therewith, and the figure is taken in the direction of the arrow - in FIG. FIG. 4 is an enlarged sectional view partially showing the relief valve.

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows an internal combustion engine 10 with a cooperating cooling device 11. FIG. Cooling device is lower tank 1
3, an upper tank 14, and an air cooling core 15 suitably connecting therebetween.
It has 2. Cooling system 11 functions in a conventional manner to circulate standard liquid refrigerant through engine 10 and core 15 via an engine-driven pump 16.

Referring to FIG. 3, the cooling system 11 further includes a standard thermostat 17 mounted on the wall 18 of the engine 10, which typically runs from the first chamber 19 to the second chamber of the engine or cooling system 11. Communication of engine coolant to chamber 20 is blocked and the chamber is opened to communication when the temperature of the coolant from chamber 19 rises above a predetermined level. When thermostat 17 is in its open position, refrigerant flows from inlet side 21 to outlet side 22 of thermostat 17.

This type of cooling system includes a constantly open orifice (not shown) in the thermostat 17 and a constantly open relief hole (not shown) formed through the wall 18 near the thermostat 17. , it is common practice to keep chambers 19 and 20 in constant communication. This arrangement directs air through chamber 20, elbow 25, and hose 26 to upper tank 14 of radiator 12 (FIG. 1).
The main function is to let people escape. Missing cap 27
is removably mounted above the fill tube 28 of the radiator 12 to vent air to the surroundings.

One of the problems encountered with this arrangement is that after the air has been expelled from the engine compartment 19, when it is filled with refrigerant, a portion of the heated refrigerant flows continuously through the relief holes and orifices, causing cooling. It is to recirculate via the device 11. Therefore, when a school bus or other transportation vehicle operates at an ambient temperature below -6.7℃ (20〓), the engine tends to overcool and the refrigerant is circulated to the hot water heater, schematically shown at 29 in Figure 2. and prevent it from reaching a predetermined acceptable level. Of course, the heater is for example
It is installed inside the vehicle to maintain a comfortable temperature of 18.3℃ (65〓) inside. As shown diagrammatically in FIG.
31, and these joints are suitably coupled to a cooling chamber of engine 10, such as chamber 19 shown in FIG.

Further, as shown in FIG. 3, the above-mentioned subcooling problem is solved using a relief or check valve 32 suitably mounted on wall 18. Relief valve 32 acts to vent air from chamber 19 to chamber 20 while filling chamber 19 with liquid refrigerant. The relief valve closes when chamber 19 is at least substantially full to prevent flow of liquid refrigerant therethrough. Thermostat 17, of course, remains activated to communicate refrigerant from chamber 19 to chamber 20 to prevent engine 10 from overheating in the usual manner.
Thermostat 17 does not use a standard continuously opening orifice therein, so all air purged from chamber 19 is acted upon only at relief valve 32. The addition of valve 32 near the top of chamber 19 ensures that substantially all of the trapped air is expelled.

3 and 4, the relief valve 32 has a housing 33 having an inlet 34, the inlet having a first port 35 located on the longitudinal axis of the relief valve 32, and a plurality of (not shown) 4) radially disposed second ports 36. An outlet 37 from relief valve 32 communicating with chamber 20 passes through a hole 38 formed through flange member 39 and a port 40 formed through housing 33, which ports are longitudinally aligned with respect to port 35. Valve element 41, preferably a spherical ball constructed of stainless steel, is connected to housing 33.
It is placed within a chamber 42 defined therein, the diameter of which is slightly larger than the diameter of the ports 35, 36, 40.

When the relief valve 32 is in its open position shown in FIGS. 3 and 4, the valve element 41 is located below the port 36'.
It is maintained at a considerable distance from the outlet 40 to provide an unobstructed air flow path from the inlet 34 to the outlet 37. As shown more clearly in FIG. 4, a frusto-conical first ramp 43 is defined inside the housing 33 and the outlet 4
One end ends at 0. Slope 43 is 45
Defined by a first acute angle "a" preferably selected from the range of 60° to 60°. When valve element 41 moves from its solid open position to its closed position 41' in FIG. A second ramp 45 intersects the mouth 36' and the ramp 43 and at a second acute angle "b" which is significantly smaller than the first acute angle "a" along the axis
placed in relation to Angle "b" is preferably selected from approximately the range of 3° to 5°.

The ramps 43, 45 cooperate with each other to properly guide the rolling movement of the valve element 41 between its open and closed positions shown in FIG. Moreover, the ramp 43 ensures that the valve element 41 does not get stuck on the seat 44 when the relief valve 32 is opened, i.e. the center of gravity of the valve member 41 is placed well to the right of the seat 44 and the refrigerant pressure is kept in the chamber. When released within 42, the valve member
It allows it to fall upwards and downwards. On top of that,
The ramp 45 allows the valve element 41 to roll to the right into its retained open position on the mouth 36', providing an unobstructed flow path through the housing 33 of the relief valve 32. Additionally, it is noted that the simplicity of the relief valve 32 makes it easy to fit as a complete set into engine cooling systems where continuously open relief holes are already in use.

INDUSTRIAL APPLICATIONS The relief valve 32 finds particular application in cooling systems of the type described above, where it is desired to expel air from the engine before the relief valve closes to prevent overcooling of the engine. . However, for those skilled in the art, the valve 32 itself is suitable for any check valve application, i.e., when a fluid in liquid form closes the valve when the pressure on the downstream side of the valve exceeds a predetermined level. It will be appreciated that it can also be used in applications where it is used to pressurize valves.

Assuming that the engine 10 is started, the thermostat 17 is operated from the engine compartment 19 to the engine compartment 2 as usual.
Remains closed to prevent communication of liquid refrigerant to 0. At the same time, relief valve 32 remains in its open position as shown in FIG.
Additionally, air can escape via the inlet 34, chamber 42, and outlet 37. The displaced air enters elbow 25 for communication with relief cap 27 of radiator 12 via hose 26 and fill tube 28 (FIG. 1).

FIG. 3 illustrates chambers 19 and 20 and is a cross-sectional view taken along line - of FIG. The chamber 20 has a hose 26 connected to the upper tank 14 of the radiator 12.
It is located in the elbow 25 connected via. Room 1
9 is within the engine and has a liquid coolant jacket and a portion of the passageway. The valve element or ball 41 has a specific gravity, as described below, so that when the liquid refrigerant in the chamber 19 rises to at least approximately fill the chamber, the flow displaces the ball 41 from the port 36 and causes the ball to displace. rolls on the slope 45 towards the outlet 37. Ball 41 then rolls up ramp 43 and engages in line contact with seat 44 to prevent further flow of liquid refrigerant from chamber 19 to chamber 20 through check valve 32. By closing the check valve 32, the liquid refrigerant in the engine's liquid refrigerant jacket and passageways, including the chamber 19, rises to a predetermined level, thereby generating sufficient heat in the water heater 29 to power the vehicle. The interior, that is, the guest room, can be maintained at a comfortable warm temperature. Of course, overheating is prevented by the periodic opening of thermostat 17, which is thermally sensitive to changes in the temperature of the liquid refrigerant within chamber 19.

Valve element 41 is preferably constructed of a stainless steel material having a specific gravity of about 7.85, but preferably has a material specific gravity in the range of 4.5 to 11.0, such as aluminum. It is understood that other materials can also be used for this purpose. Moreover, as shown in FIG.
The direction in which the tip of the relief valve 32 (Fig. placed in almost parallel relationship.

Other aspects, objects, and advantages of the invention include the figures, aspects, and
This can be gleaned from the description and claims.