US1473668A

US1473668A - Motor-cooling system

Info

Publication number: US1473668A
Application number: US237878A
Authority: US
Inventors: Clarence P Byrnes
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-06-03
Filing date: 1918-06-03
Publication date: 1923-11-13
Anticipated expiration: 1940-11-13

Description

Nam 13, H2 23,

C. P. BYRNES MOTOR COOLING SYSTEM Filed June 5, 1918 INVENTOR WITNESSES CLARENCE P. BYBNES, 0F SEWIGKLEY, PENNSYLVANIA.

MOTQB-COOLING QYSTEEE.

Application filed June 3,

To all whom it may concern. Be it known that I, CLARENCE P. BYRNES, a resident of Sewickley, Allegheny County, Pennsylvania, have invented a new. and useful Improvementin Motor-Cooling Systems, of which the following is a full, clear, and exact-description; reference being had to the accompanying drawings, forming part of this specification, in which Figure 1 is a side elevation partly in section showing one form of my invention;

Figure 2 is a detail longitudinal section V of the air injector system;

till

Figure 3 1s a crosssectiom on the line IIIHI of Figure 2; and

Figure l is a view similar-to Figure 2, showing a modified form.

The invention relates tov motor-com iling systems in which air is drawn through the radiator for cooling water by means of the exhaust from the internal combustion engine.

The main object of my invention is to provide for varying the amount of air drawn through the radiator, this being under the control of the o erator from the dash or seat on the vehic e. Where's. motormeter or any device for indicating the engine temperature is employed, the operator can vary the cooling efiect of the air on the water, and thus vary the temperature of the engine as desired.

In the drawings, 2 indicates the radiator and 3 the internal combustion motor of an automobile of ordinary type having the usual fly wheel 4, a starter being shown at 5.

At the rear of the radiator is placed an air chamber or chambers shown as separated by a vertical partition 6, these chamhers extending vertically in front of the engine and extending downwardly to an air pipe or pipes 7, forming part of an injector system. 8 is the exhaust pipe from the exhaust manifold 99, the exhaust gases passing from this pipe into the pipe 10 and sucking in air from the plpe 7. Surrounding the end portion of the injector pipe 8 1s a rotary valve 11, having suitable slots through which air may be drawn in by the injector action of the exhaust gases, these slots registering with slots in the pipe 10. This valve may be turned by a projecting pin 12, having suitableconnections indicated at 13, leading to a point withinthe drivers reach.

in the case of a ii-shaped engine, there rare. Serial are. eaters.

are preferably two vertical compartments or air chambers separated by a partition 6, in the rear of the radiator, dividing the radiator in half in a vertical direction. Each of these extends: down to the lower part of the radiator where it merges into a pipe extending below and at one side of the engine. The system will thus be symmetrical on each side, the pipes 10. extending back on either side of the fly wheel to a mufiler or mufilers. In the case of an ordinary engine, the exhaust may be branched so as to lead the inector pipe down on each side of the engine with a partition in the air chamber making it a two-compartment chamber, or the exhaust may be led down on one side of the chamber, making a single chambercovering the whole rear of the radiator.

.In either case, the engine compartment need not be air-tight, and access is afiorded to it through the ordinary movable sides of the hood.

Uther types of valves may be used for varying the amount of air drawn in. Thus,

instead of throttling the air entrance to the injector, I may vary the efiiciency of the injector pipe. Thus, in Figure 4, I show the injector pipe 8 as havin a stationary control valve 14 and a sliding sleeve 15, having a conical end portion 16, which may be ad usted toward and from the coneshaped valve through the lever 17 con nected to the drivers compartment. lln this figure 7* represents the air pipe from the air chamber or chambers back of the radiator.

.The advantages of my invention result from the means for varying the amount of air drawn through'the radiator. This adjustment can be made while the vehicle is in motion, and the operator by watching the motorm'eter or other indicator can vary the amount of air drawn through the radiator, and thus keep the motor at its most eiiicient temperature; In winter weather, the air valve of the injector system can be closed, if desired. Furthermore,

the radiator, and means for varying the amount of air drawn from the radiator by the injector system without obstructing or varying the exhaust passage for the gases.

2. In a cooling system for motor vehicles, a radiator connected with the water-cooling system of a motor, an air chamber at the rear of the radiator, an air pipe leading backwardly from the air chamber, a motor ex haust injector system arranged to draw air through the air pipe, and means for varying the amount of air drawn from the radiator by the injector system without obstructing or varying the exhaust passage for the gases;

3. In a cooling system for motor vehicles, a radiator connected with the water-cooling system of a motor, an air chamber at the rear of the radiator, an air pipe extending rearwardly from the air chamber and having a portion of decreasing cross-sectional area, a motor exhaust injector system arranged to discharge the exhaust into the decreasing area portion of the air pipe and means operable by the driver of the vehicle while it is in motion for decreasing the 'efiiciency of the injector While maintaining a full area of the exhaust passage for gases, substantially as described.

4. In a cooling system for motor vehicles, a radiator connected with the water cooling system of a motor, a motor exhaust injector system having an exhaust pipe leading directly from the motor to the injector system and arranged to draw air through the radiator, and means for variably restricting the amount of air drawn through the radiator by the injector system while maintaining full area of the exhaust, substantially as described.

In testimony whereof, I have hereunto set my hand.

CLARENCE P. BYRNES,