US1612053A - Air-supply cooling for combustion engines - Google Patents

Air-supply cooling for combustion engines Download PDF

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Publication number
US1612053A
US1612053A US615276A US61527623A US1612053A US 1612053 A US1612053 A US 1612053A US 615276 A US615276 A US 615276A US 61527623 A US61527623 A US 61527623A US 1612053 A US1612053 A US 1612053A
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Prior art keywords
air
cooling
combustion engines
engine
supply cooling
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Expired - Lifetime
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US615276A
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Restany Joseph Louis Lazare
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Rateau SA
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Rateau SA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0437—Liquid cooled heat exchangers
    • F02B29/0443—Layout of the coolant or refrigerant circuit
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Description

Dec. 28, 1926. 1,512,053
J. L. L. RESTANY AIR SUPPLY COOLING FOR COMBUSTION ENGINES Filed Jan. 2'7, 1923 PATENT OFFICE.
' :rosnrn Louis LAZABE nnsrmmrrams, cannon, assronon '10 socrn'rn RATEAU,
or rams, rmon, A rum or FRANCE.
AIBc-SUPPLY COOLING FOR COMBUSTION ENGINES.
Application filed January 27, 1923,. Serial No. 615,276, and in France'Februai-y 7, 1922.
gealable, is circulated by a suitably driven pump through a radiator arranged in the path of the air supply to the engine and thereafter through a radiator situated in the air stream of the aircraft in order to With draw heat from the compressed air andtransfer it to the ambient atmosphere.
Further, the cooling liquid may be circulated through a cooling jacket surrounding the various stages of the air compressor, in order to cool the-air during compression.
The accompanying drawing illustrates diagrammatically and by way of example the arrangement of a unit formed by the turbo-compressor and cooling device.
A pipe o, which conveys the compressed .feed air from a compressor 1) is enlarged to form a cooling device 0 through which passes an incongealable liquid. After leaving the cooling device 0 the cooled air passes to a carburettor d and 'thence'through an inlet pipe e to the engine 7. The. products of combustion from the engine f are led through a pipe 9 to operate a turbine h in a known manner, the turbine it being adapted to drive the compressor 6.
A radiator z', situated in the air stream of the aircraft, is connected with the cooling device 0 by pipes j and 70 so that the liquid which has become heated in the device .0 may be re-cooled in the radiator z, the circulation of the liquid being effected by a pump Z, mounted in the pipe is.
From the pipe is, a branch ipe m is ada ted to lead a. portion of t e cooling ing to control the distribution of the liquid between the cooling device 0 and the cooling jacket 11.. Finally, a. safety valve 9 is adapted to permit escape to the ambient atin the compressor 1) and also ,during its passage through the cooling device a the lrquld afterwards returning, by way of the p pes 7' and 0, to the radiator i where it gives up to the ambient atmosphere the heat which it has extracted from the air supply of the engine.
The pump has its shaft Z geared'at Z to the engine shaft.
The advantages of' the device are as follows:
1. The co-efiicient of heat transmission between 'the liquid and air, and vice versa, is higher than that between air and air so that the surface of the exterior cooling device'may therefore be smaller than in the case of a radiator in which the cooling of the air supply is effected directly by the ambient atmosphere; and the reduction, as far as possible, of the exterior cooling device is just what is desirable in order to lessen its resistance to the forward movement of the aircraft.
2. The sectional area of the passages for the cooling liquid is small, andconsequently the main frame of the exterior cooling device is reduced."
3. Finally, the exterior cooling device, which is the most important can be constructed like the radiators at present employed in aviation, that is to say streamlined and ofthin metal, which was impossible in the case of the old cooling device. It should be noted that, in the foregoing example, the cooling of the feed air takes place simultaneously with the cooling of the air compressor, by means of a branch of the" liquid circulating in the cooling devices a and 2', but these coolings might be effected by means of independent clrculating systems is also applicable in cases where the compres sor is driven direct by the engine, moreover, the invention is not restricte' to the details which have served to describe it, these details having been 'ven merely to facilitate description of t e typical embodiment.
WhatI claim is:
1. The combination with an internal combustion engine on an aircraft, a compressor supplying com ressed air to the engine, a cooler compose of two parts, the first part of the cooler being interposed between the engine and the compressor and containing a cooling liquid and having passages throu h which the compressed air circulates, and t e second part of the cooler acting to cool the liquid from the first part by atmospheric air and being passed in the air current caused by movement of the air craft,
Lemme and double walls arranged about the compressor to form chambers through which the cooling medium is passed.
2. An apparatus of the character described comprising in combinationan inair passing to the engine, a part
US615276A 1922-02-07 1923-01-27 Air-supply cooling for combustion engines Expired - Lifetime US1612053A (en)

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FR1612053X 1922-02-07

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2466282A (en) * 1943-05-14 1949-04-05 Honeywell Regulator Co Electrical network motor control apparatus
US2582916A (en) * 1947-01-31 1952-01-15 Thompson Prod Inc Supercharging and fuel heating system for internal-combustion engines
US3162998A (en) * 1963-03-01 1964-12-29 Bristol Siddeley Engines Ltd Supercharged internal combustion engines
US3232044A (en) * 1963-01-18 1966-02-01 Gratzmuller Jean Louis Supercharging apparatus
US3257797A (en) * 1963-11-14 1966-06-28 Nordberg Manufacturing Co Tandem supercharging system
US20160025048A1 (en) * 2013-04-12 2016-01-28 Toyota Jidosha Kabushiki Kaisha Cooling device for internal combustion engine provided with blowby gas recirculation device and turbocharger (as amended)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2466282A (en) * 1943-05-14 1949-04-05 Honeywell Regulator Co Electrical network motor control apparatus
US2582916A (en) * 1947-01-31 1952-01-15 Thompson Prod Inc Supercharging and fuel heating system for internal-combustion engines
US3232044A (en) * 1963-01-18 1966-02-01 Gratzmuller Jean Louis Supercharging apparatus
US3162998A (en) * 1963-03-01 1964-12-29 Bristol Siddeley Engines Ltd Supercharged internal combustion engines
US3257797A (en) * 1963-11-14 1966-06-28 Nordberg Manufacturing Co Tandem supercharging system
US20160025048A1 (en) * 2013-04-12 2016-01-28 Toyota Jidosha Kabushiki Kaisha Cooling device for internal combustion engine provided with blowby gas recirculation device and turbocharger (as amended)

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