US1296443A

US1296443A - Air-cooling system for internal-combustion motors.

Info

Publication number: US1296443A
Application number: US22560918A
Authority: US
Inventors: Horace W Turner
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-03-29
Filing date: 1918-03-29
Publication date: 1919-03-04
Anticipated expiration: 1936-03-04

Description

H. w. TURNER.-

AIR COOLING SYSTEM FOR INTERNAL COMBUSTION MOTORS.

APPLICATION FILED MAR. 29 I918 1,296A43. Patented Mar. 4,1919.

51' g, ,5 3mm i A harace WTurner HORACE W. TURNER, OF WILMINGTON, DELAWARE.

AIR-COOLING SYSTEM FOR INTERNAL-COMBUSTION MOTORS.

Specification of Letters Patent.

Patented Mar. 4, 1919.

Application filed March 29 19 13. Serial No. 225,609.

Air-Cooling Systems for Internal-Combustion Motors, of which the following is a specification.

The invention relates to internal combustion motors, and more particularly to the cooling systems thereof, and has for an object to provide a simple and efficient aircooling system for the internal combustion motors such as are generally used in motor vehicles. a

Among other features, the invention comprehends an air-cooling system for an internal combustion motor, that is so designed and arranged that it will effectively accomplish the cooling of the cylinders of the motor, without disturbing the normal. temperature of or of unduly heating other parts of the motor in the drawingoif of the heated air at the points of radiation thereof from the motor cylinders.

I am aware that air-cooling systems for i-nternalcombustion motors have been used heretofore, in fact, are in practical-use at the present day. These systems provide for the introduction of a continuous current of cool air into the usual motor compartment formed by the hood or housing of the motor vehicle;

, sucking'the induced air down through suitable stacks which encircle the cylinders of the motor, so that-the air will take ofi the heat that is radiated from the cylinders and carry this heated air down past and beyond the crank case of the motor, and suck it out through the rear of the motor compartment by the employment of vanes or' paddles on the fly wheel of the motor, and w ich in the revolution of the fly wheel bring about the necessar suction to draw the air that is introduce into the compartment, lus the heated air from the motor cylindbrs, out through the Ta l/1' of the motor compartment.

In my air-cooling system, I substantially reverse the principle abo e referred to by introducing into the motor compartment a quantity of cool air which, instead of being directed to the upper part of the motor and sucked down through the stacks encircling the motor cylinders, is directed upwardly at the base of the motor cylinders, to naturally rise upwardly in the stacks and be accelerated in its upward movement by the'heat ra diated from the motor cylinders, the combined atmospheres being then carried overhead of the motor cylinders and directed downwardly in the rear thereof, and sucked out at the rear end of the motor by the ac tion of the usual vanes in the fly wheel, which in the rapid revolution of the fly wheel, bring about the desired suction,

In accomplishing this result it should be noted that over the known method of aircooling described above, I make use of the natural tendencypf heated air to rise, and instead of dlrectlng a current of cool air overhead of the motor to force the same wardly against and come in contact with,

and draw downwardly the heated air from the motors. Further, in the known s stems,

the resultant heated mixture after tecooi air comes in contact with the heated air from the motors, when it is drawn downwardlyas crank case of the motor, and thus unduly] strains and stresses to the'crank case, and 111:

duly heating the usual lubricating oilsicon tained in the crank case. 'With my air-cooling system the heated mixture does not comein contact with the crank case, but is, in fact,

' drawn away from the crank case by the upreference is to be had to the accompanyirgg' drawing, constituting a part of this speci cation, in which similar characters of reference denote'corresponding parts in all the" views, and in which- Figure 1 is a fragmentary side elevation" of a motor with parts broken away and heats the crank case by the radiation of the.

heated air thereto, bringing about various shown'in section to disclose the underlying,

structure, the structure clie tly setting forth the path or cycle of the air introduced to the motor compartment.

Fig. 2 is a fragmentary plan view of the view taken substantially on the line 33 in Fig. 1.

Referring more particularly to the views, the motor frame or sills are indicated by the numeral 10, the hood by the numeral 11, said hood forming a motor compartment 12 and the usual dash board by theflnume'ral 13, with the motor in its entirety indicated by the numeral 14, and including the usual cylinders shaft or crank shaft 17 projecting from the rear of the crank case 16 carries the usual fly wheel 18, which in this instance is shown as provided with a series of vanes 19 on the periphery of the fly wheel. The front of the hood 11 is provided with a suitable air inlet 20, which is preferably made large enough to carry a sufficient supply of cool air into the motor compartment, when the motor vehicle is advanced along the highway.

The cylinders 15 of the motor are preferably formed with a series of radially extending flanges 21, which may extend longitudinally of the motor cylinders, and each motor cylinder is preferably encircled by .a stack 22, spaced a slight distance from 'the flanges, as shown. Suitably arranged within the motor-compartment is an apron 23 forming a lower air compartment 24:, said apron having its forward end 25 suitably secured to the forward art of the hood .1,

and having a portion 26 inclined downwardly to form a deflecting plate immedi-. ately in front of the first or forward motor cylinder, said deflecting plate extending substantially across the motor compartment at that point to form a complete air inlet, as shown. At the lower end of the deflecting plate the apron is formed to provide a horizontally disposed plate 27 encircling the stacks 22, said plate being disposed slightly above the lower edge or end of the motor cylinders, and completely isolating the upper part of the motor compartment from the lower part of the motor compartment, .so

.that the air entering the air inlet 20 will be deflected by the plate 26 to pass beneath the plate 27, and thus will have to enter between the stacks and the motor cylinders,

, and pass upwardly therebetwecn into the upper part of the motor compartment. The rear end of the apron at the point of termination of the horizontal plate 27, is bent downwardly to form a depending battle 28,

, curving rearwardly at its lower end as at 29 and at which point. it will end immediately adjacent the fly wheel, the said bailie providing a line 30 at the rear of the mo- 15 and crank case 16. The main tor compartment, and immediately behind the motor cylinders.- Now it will be clearly seen that in the operation of the motor, the heat generated, radiating from the'flanges 21 of the motor cylinders, will tend to rise upwardly in the stacks 22, and it will beclear that when a current of cool air enters the air inlet 20 and is deflected by the plate 26 into the air compartment 24, the cool air will rise in the stacks and come in contact with the heated stacks, and as shown by the arrows, traverses the upper part of the motor compartment to the rear thereof. At this point the suction created by the vanes 19 of the fly wheel 18 and which is rotating rapidly, will carry this mixture of air downwardly into the flue 30, this being due to the provision of the baflle 28, and the mixture will then be sucked out adjacent the fly wheel, as will be clearly understood.

From the foregoing lescription, taken in connection with the drawings, it will now be apparent thatthc construction described accomplishes various advantageous results, by reason of the particular form ot' apron, bafiie and deflector plates employed. taken in conjunction with the path of air admitted to the motor compartment, and its subsequent ren' oval from the motor compartment, and to this end it will be seen that the current of cool air entering the motor compartment will tend to follow a natural path, and without any effort will be sucked or drawn up into the stacks and take away from the motor cylinders the heated air that is radiating therefrom, and which heated air will accelerate the movement of the cool air in the air compartment and the stacks; that the resultant heated mixture is drawn off at the rear of the motor, without coming into contact with the main or central body portion of the crank case; that in directing the heated mixture 7 upwardly through the st acl(s,'less effort is necessary to bring the same to the upper part of the motor compartment, and at which point the suction from the vanes on the fly 'wheel will come into play to draw the heated air rearwardly and down; and lastly, that by directing the cool air into contact with the heated air from the motor cylinders in the manner described, none of, this heated air will come esa.

in contact with that pet tion of the crankcase where the usual quantity of lubricating oil for the c tank shaft is carried, especially in a splash system, and thus the crank case will be kept comparatively cool at all times, and the oil therein will not tend to burn up or lose its nutritive lubricating qualities, the main body of the crank case, furthermore, by reason of its construction, being free from any expansive or contractive strains or stresses which ordinarily might occur upon the application of heat and the subsequent cooling thereof.

Although I have shown a particular construction for directing the air currents relative to the motor and motor cylinders, it will be understood that I do not limit myself to the particular arrangement in the construction, as set forth; that various slight changes may be made without departing from the spirit of the invention, the scope of which is defined in the appended claims.

I claim:

1. In a motor including cylinders and a crank case, a hood inclosing the motor, an apron encircling the cylinders and forming upper and lower compartments within the hood, an air inlet through the hood into the lower compartment, stacks encircling the cylinders and providing fines for the air admitted in the lower compartment to pass into the upper compartment, around the cylinders, and a depending partition forming a continuation of said apron and providing a flue separate from the lower compartment and in communication with the upper compartment, to carry oil? from said upper com-- partment through said flue, the air received into said upper compartment, whereby said air will be carried exteriorly of said hood.

In a motor including cylinders and a crank case, a hood inclosing the motor, an apron encircling the cylinders and forming upper and lower compartments within the hood, an air inlet through the hood into the lower compartment, stacks encircling the cylinders and providing flues for the air ad mitted in the lower compartment to pass into the upper compartment, around the cylinders, a depending partition forming a continuation of said apron and providing a flue separate from the lower compartment and in communication with the upper compartment, to carry of? from said upper compartment through said flue, the air received into said upper compartment, whereby said air will be carried exteriorly of said hood, a rotating fly wheel adj accnt the exit of said line, and means on the fly wheel for inducing a suction through the flue to facilitate the removal of the an therethrough.

3. in a motor including cylinders and a crank case, a hood inclosing the cylinders, an apron within the hood and forming up per and lower compartments with the cylinders projecting into the upper compartment, and the crank case lying in the lower compartment, an air inlet through the hood to the lower compartn'ient, whereby cool air from the exterior can be received into the lower compartment in proximity to said crank case, stacks around the cylinders and forming lines to carry air upward from the lower compartment through the fines and around the cylinders into the upper compartment, and a partition segregating the rear part of the lower compartment, and forming a flue communicating with the upper compartment to carry oti' the air received therein.

In testimony whereof I atfix my signature.

HORACE W. TURNER.

the upper compartment from