US1359198A - Temperature-regulator for internal-combustion engines - Google Patents

Description

C.L. RAYFIIILD. TEMPERATURE REGULATOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OCT- 8. I91

Patehted Nov. 16, 1920.

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. I yngug UNITED STATES e TENT OFFICE.

CHARLES L. RAYFIELD, OF CHICAGO, ILLINOIS, ASSIGNOR TO BENEKE & KROPF MFG. 00., OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

TEMPERATURE-REGULATOR FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent. Patented N 16 1920 Application filed October 8, 1917. Serial No. 195,490.

T 0 all whom it may concern:

Be it known that I, CHARLES L. RAYFIELD, a citizen of the United States of America, residing at Chicago, in the county of Cook. and State of Illinois, have invented certain new and useful Improvements in Temperature Regulators 'for Internal Combustion Engines, of which the following is a specification.

My invention relates to improvements to compression operated temperature regula-' .in devices of sufficient magnitude to insure the proper functioning of the regulator under disadvantageous conditions; and

Third, to afford a construction of the class which is controlled in its operation by thermo-responsive means which is not burdened with the work incident to the opera-.

tion of the mechanism, andmay therefore be made more sensitive to temperature variations.

With the foregoing and other objects in view, my invention consists in the novel features and in the novel combination and arrangement of parts illustrated in the accompanying drawings forming a part of this specification and particularly pointed out in the claims hereunto appended; it being understood that changes, variations and modifications in the details of the invention 'gagement with heater 3 having a water jacket 4 intake manifold 5, the usual exhaust manifold (not shown) Water manifold 6, radiator or cooler 7, pump 8, flexible tubing 9, between the delivery end of the radiator and the intake of the pump 8, and flexible tubing 10 connecting the delivery end of the pump 8 with the water jacket 4 of the engine3. A fiexi ble tube 11 connects the water manifold 6 with nipple 12 of conduit 13 which is provided with by pass nipple 1 1 and delivery nipple 15. The flexible tubing 16 unites the upper end of the radiator with the nipple 15.

The by pass 17 preferably is of flexible tubing attached atone end to the nipple 14 and at the other end to the intake end of the pump 8.

N o limitationis made to any specific circulating system for the cooling medium.

For the purpose among other things of compactness in structure there is what is termed a conduit portion 18 and a compression chamber portion 19, the former having passage 20 therethrough and the latter having chamber 21- formed therein by a diaphragm 22 disposed between the annular flanges 23. Theconcavity 24 below the diaphragm 22 affords a greater extent of travel of the movable member 25 in its opening movement of the valve 26 which is pivoted in the conduit 13 and constantlyurged to closed position by the pull spring 27 anchored at 28 and attached to the valve at its other end. ment of the.valve 2G link 29 is in enpin 30' and is pivotally attached at 31 to stem 32 which is fixed to member 25. The stem 32 is slidably mounted in bore 33. -The inlet passage 34; communicates at its outer end with pipe 35, and is connected with the interior ofthe exhaust manifold (not shown) or other preferred source of fluid under compression.

The temperature responsive means for establishing communication between the sourceof 'fiuid pressure and said pressure responsive means may be of any desired form. Preferably there is employed what is known as a hermetically sealed thermal element 36 of the type comprising a sheet metal hollow spun construction having a For downward move- .a boss 38 fixed centrally to the outer end wall of the element '36 and supported by rod 39 which is fixed laterally to the inner wall of the conduit 13. The head.40 of the element 36 is inthreaded engagement with stem 41 which is slidably mounted in bore 42 in theportion 43 of the port 19'. The stem 41 at 44 is provided with an annular groove. At 45 a slot is formed for the escape 'of fluid under pressure. The bore 42 and the inlet passage 34 intersect near the upper end of the former and the outer end of the latter. 7 On suflicient expansion of the liquid in the element 36 the stem 41 will be forced upwardly enough for the annular recess or groove 44 to register with the passage 34, when the force of'the fluid under pressure will move the diaphragm 22 and the movable parts below it downwardly,. and will result in the valve 26 being opened and held open during the period of time that the fluid pressure is greater than the stren h of the pull spring 27. When these con 'tions are reversed the valve 26 will be closed.

In operation, when the engine is first started the coolin .medium is cool or cold, and the thermal e ement 36 is in a contracted condition, the upper end of the stem 41 preventing the ingress of fluid under pres sure into the passage 34 from the pipe 35, which latter preferabl communicates with the interior of the exhaust manifold (not shown). Durin this eriod of time the valve 26 is close and t e cooling medium cannot pass to the radiator 7 but leaves the conduit 13 through nipple 14 and passes through the tube 17 and enters the intake side of the pump 8, and through tube 10 back into the water jacket 4.

. It will be noted the thermal element 36 jected to theheated medium, which rapidly will impart suflicient of its heat to expand the element 36, andthereby reestablish communication between the pipe 35 and the chamber 21.- This results in opening the valve 26 and permits. the passage of the heated medium to and through. the radiator during the continuance in motion of the eugine. When the engine is stopped the pres- I sure of the exhaust through the pipe 35 will cease, permittlng the diaphragm 32 and its parts to rise, whereupon the springs 27 will close the valve 26.

coeificient of exp an-' By showing and specifically describing one embodiment of my resent invention do not intend to restrict t e range of equivalents' not made necessary by the prior state of this art.

cooling medium int'he clrculating system,

and temperature responsive means for establishing communication between said source of fluid pressure and said pressure responsive means to operate the latter.

2. In a temperature regulator for the cooling medium in an internal combustion engine, a circulating system having a valve and a thermal element therein, pressure responsive means in operative engagement with said valve, 2. source of fluid pressure, a

ing with said pressure responsive means, and a slide valve connected to and operated port in the fluid pressure line communicat- 4 by said thermal element and intersecting 'said port, said slide valve in one. position adapted to close the pressure side of said port and to vent the other side thereof and adapted to be moved by said thermal element to open. said port and to close said .vent. a

3. In a temperature regulator for the cooling medium in an internal combustion engine, a circulating system having a valve anda thermal element therein, pressure responsive means. in operative engagement with said valve, a source of fluid pressure, a port 1n the fluld pressure llne communlcating with said pressure responsive means, and

a slide valve connected to and operated by said thermal element and intersecting said port, said slide valve having an annular groove therein and a slot in one side thereof, said groove adapted to be brought to register to open communication through said'port, and said slot, when said 'gl oove is out of register adapted to vent that side of said port communicating with the pressure responsive means.

In testimony whereof I aflix my signature in the presence of a witness.

CHARLES L. RAYFIELD. Witness:

Soo'rr M. HOGAN.

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