US1340389A - Motor-pump attachment - Google Patents

Description

B. D. GILSON.

MOTOR PUMP ATTACHMENT.

APPLICATION man 111111.12. 1919.

1,340,389, v Patented May 18, 1920.

3 SHEETS-SHEET l.

7/ ,7 l F15 .l.- 4 4@ @-11 /2 12mm) fh EIS- l'E//l-- /9 N j /Z/d Z/T I 4 4@ /5 Q/f if' if] /l [5 @d V4 /7 3 a i B535 g @13g/y;

ATTORNEY.

B. D. GILSON.

MOTOR PUMP ATTACHMENT.

APPLICATION FILED MAR. I2, |919.

1,340,389. Patented May 18, 1920.

0 3 SHEETS-SHEET 2. FLE.- E: /Z

WITNESS:

IN V EN TOR.'

A TTORNE Y.

B. D. GILSON.

MOTOR PUMP ATTACHMENT. APPLICATION FILED MAR. I2. 1919.

1,340,389. Patented May 18,1920.

3 SHEETS-SHEET 3.

T f6 RC?-E WITNESS:

@f3-jaw lNI/ENToR.-

Y a fa/I/ Mm A TTORNE Y.

PATENT oEEioE.

BERT DELL GILsoN, or CHICAGO, ILLINOIS.

MOTOR-PUMP ATTACHMENT.'

' Specification of Letters Patent.

Patented May 18, 1920.

Application filed March 12, 1919. Serial No, 282,100.

, engine.

In a broad sense my aim is to accelerate the circulation through a cooling system of this character. More particularly my object is the provision of attachable devices for effectingsuch acceleration. Another object resides in the provision of flexible means for correctinginaccuracies in the alinement of the moving parts, when the device is attached to the somewhat imperfect clamping surfaces of the engine. Further objects and advantages will become apparent upon perusal of the following description and examination of the appended drawings, of which:

Figure l illustrates, in side elevation, an apparatus embodying the invention, as .it appears mounted in practice,

Fig. 2 is a corresponding plan view of the apparatus,

Fig. 3 is an enlarged view of a portion of Fig. 1,

Figs. 4 and 5 illustrate important elements ofthe invention, and

Figs. 6 and 7 show a modified form of accelerating device.

Anyone versed in the art will notice that Figs. 1 and 2 illustrate portions of an'internal combustion engine 1, and its radiator 2, both mounted on the framework of an automobile of the Ford type. The numeral 3 denotes the accelerating mechanism of my invention, and from this mechanism extends a shaft 4, said shaft having mounted on'its `outer extremity a pulley 5, which in turn is connected for rotation by the usual fan driving pulley 7 of the engine crank shaft through the medium of the belt 6. The latter extends also over the pulley 8 of the fan 9, and the parts are so related that the fan` and the accelerator shaft 4 are simultaneously rotated. The'fan and fan pulley are suspended' on adjustable devices 10 for the purpose of taking up slack in the belt 6,

but as such devices, per se, are well known to the art, no further explanation is thought necessary.

In the waterj acket 11 of the engine is cut an inlet port, and on the flange of the said port is bolted a member 12 of the accelerator 3. From the outlet port of the water jacket extends a flexible'tube 13 t'o the upper portion of theradiator 2, and from the bottom of the latter extends a tubular connection 14 to a coperating member 15- of the -accelerator. As the water within the jacket absorbs the heat of the engine it rises through the tube 13 and enters the radiator, within which it gradually sinks, as it Wastes its heat into the atmosphere, vwhereupon it is drawn through the tube 14 and back into the waterjacket.

While Fig. 1 of the drawings is not mechanically correct, it is drawn close enough to the proper proportions to indicate that the inlet port of the waterjacket is located considerably higher than the outlet 2a of the radiator. Experience shows that, at least on the well known type of engine considered, the circulation is not sufliciently rapid, and that consequent steaming of the radiator frequently occurs. This condition, of course, is detrimental to the engine. Referring now .to Fig. 3, it is noticed that the part 12 comprises, in addition to the bolting flange 12, a curved tube, which communicates with a substantially 'cylindrical chamber l2". The face of the said chamber and the face of the accelerator member 15 are carefully machined, so as to form a watertight joint, and the parts are suitably bolted together. Operating within the chamber 12b is a propeller member 16 (see also Fig. 5), which by suitable devices is fixed on an extension 4 of the drive shaft 4, and is rotated by the said shaft in the direction indicated. f

This propeller has on its periphery a plurality of blades 16, and the saidblades, instead of being axially placed, as is common in practice, are set at a certain angle, and this angle is nicely calculated in order to throw the water in the general direction of the channel 12. It may be remarked that the said channel may be straightened by moving the flange 12a to a position in alinement with the chamber 12", as shown in Figs. 6 and 7, but it has been found impossible to mount such a pump, large enough to give entire satisfaction on heavy duty commercial vehicles of the type considered, on

K that the water enters at 15b, and that it passes through a chamber' 15c into the pro-` peller chamber 12". The propeller 16 is made with narrow spokes 16a, and it is noticed that it has, between itsi hub and peripheral'l flange, a chamber substantially of the same area as that of the chamber 15e, and an uninterrupted passage for the water is thus provided.- Attention is also calledy to the sleeve portion 15j of the accelerator memberv 15. The said sleeve protects the shaft 4a against the water and strengthens it against the upward lstrain of the propeller. A suitable end thrust washer 20 is also introduced.

Between the outlet flange 11a of? the water jacket and the flange 13a of the tube 13 is clamped a bracket 21, and the latter termi nates in a journal .box 21a, within which the shaft 4 is rotatably fixed. It,\vould be quite impossible, commercially speaking, to mount this bracket 20 and the accelerator 3 in good enough alinement to rotatably support the shaft 4, 4a, and experience has shown that, even though the parts be fairly well alined inthe first instance, they soon become shaken out of line. In order to overcome this difficulty I have introduced flexible devices at the juncture of the shaft members. In the drawings I have illustrated a very simple form of flexible coupling, comprising merely a coil spring 22 having its ends anchored in the abutting ends of the shaft members. The spring 22 also illustrates another important feature. As the distance between the -accelerator and the bracket 21 Will vary on every machine, the spring will adjust itself to the variation. But I wish it understood that I may substitute more elaborate devices, having a wider range of flexibility.

In mounting the accelerator the horn has been removed from its usual support. In order to reestablish it in substantially its former position, a flange 12 is made to extend upwardly from the member 3, and this flange is perforated to receive the clamping screws of the horn 23.

In Figs. 6 and 7 I show a very much smaller accelerator, for use o n light pleasure vehicles. It consists of two members 24 and 25, and the former terminates in 'a flange 24a for attachment to the water jacket, as already explained in connection with the large accelerator." The propeller chamber is in this case formed by equal portions of th` e members 24 and 25, and its 'motion, and to throw this .w'ater by centrifugal force toward the outer periphery of the chamber. The arrows in Fig. 7 indicate how the waterentersthe chamber, and also the general direction in which the water is propelled. A groove 25a starts near the top of the chamber and increases uniformly in size until largest at the outlet 25C, and this groove, byY affording the water more escaping space, materially reduces friction and thereby adds 4to the efficiency of the pump. The vanes 26 of the propeller are curved rearwardly, relative to the direction of rotation, in order to induce increased centrifugal action on the water, and experience has shown me that this shape of propeller, placed in a chamber of the form presented, gives the very best results. In order to strengthen the vanes of the propeller I provide a narrow tie-band 2Gb, having an opening corresponding to th'inlet port in size, and the 'said band bearsafgainst the wall of the chamber,whereby the friction of vanes rubbing against the wall is eliminated. A drain 25d is provided in order to prevent water remaining in the pump, when not in use.

I claim:

1. The combination with 'a motor and its water jacket, a radiator and crank shaft, of a pump attachable to and tommunicating with the said water jacket, a propeller shaftA extending from the said pump, a journal bracket attachable to the front end of the motor and supporting the front end of the said shaft, devices for rotatably connecting the shaft withV the said crank shaft, and devices for rendering flexibility to the said propeller shaft intermediate the said bracket and pump.

2. A circulation accelerating attachment for a motor car includingk a pump and a propeller shaft .extending from the said pump, a front bearing bracket, said bracket supporting a drive shaft in continuation of the said propeller shaft, andflexible shaftinterconnecting devices compensating for imperfect alinement of the parts.

3. A circulation accelerator attachment including, a pump and a-propeller eccentrically positioned within the pump so as to trap the incoming water and to lift it and throw it by centrifugal. force into a funnel shaped outlet channel, a drain at the. bottom of the said pump, a drive shaft supported Yin detachable devices in front of the pump, and flexible elements operatively connecting the said drive shaft With the propeller.

' 4. A circulation pump having an extending propeller shaft, a drive shaft detachably' mounted in front of the said pump, and a coil spring having its ends seated in perforations of the said shafts, thereby forming a flexible and alinement compensating connection between the shafts, all for the purpose set forth.

5. A Water circulation accelerating attachment for a motor car including, a pump having an offset outlet channel, a propeller Within the said pump and having blades twisted so as to direct the Water through the said channel, a drive shaft detachably hung and positioned to operate the said propeller,

and compensating devices connecting the said shaft to drive the said propeller.

6. In a circulating pump attachment, a drive shaft, a propeller shaft, alinement compensating elements interconnecting the said shafts, a propeller rigid on the free end of the said propeller shaft, a propeller housing having a cylindrical inlet chamber concentric withy and encompassing the propeller shaft adjacent to the said propeller, andan annular supporting band interconnecting the propeller vanes, said band having its central opening vcorresponding in size with the said inlet chamber, so -as .not to obstruct the passage through the housing.

In testimony whereof I have hereunto affixed my signature.

BERT DELL GILSON.

Images