US1643510A - Variable-temperature cooling system for internal-combustion engines - Google Patents

Description

7 1,643,510 Sept- 1927' w. w. MUIR Y VARIABLE TEMPERATURE COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 16. 1922 2 Sheets-Sheet 1 Se t 27 1927. v p w. w. MUlR VARIABLE TEMPERATURE COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 16. 1922 2 Sheets-Sheet 2 I/IZWMuz? Patented Sept. 27, 1927.

WELLINGTON W. MUIB, OI LOCKPORT, NEW YORK- VARIABLE-TEMPERATURE COOLING SYSTEM1iEOR INTERNAL-COMBUSTION ENGINES.

' Application filed August 18, 1822. Serial No. 582,216.

This invention relates to variable temperature cooling systems for internal combustion engines, and has for its ob ect to provide a system of this character whlch 6 will be more certain in action and more efficient in practice than those heretofore pro osed.

ith these and other objects in view, the invention consists in the novel procedure 10 constituting the process, and in the novel details of construction and combinations of parts constituting the apparatus, be more fully hereinafter disclosed and particularly pointed out in the claims.

15 Referring to the accompanying drawings forming a part of this specification, in which like numerals designate like parts in all the views:

Figure 1 is a diagramatic partially sec- 20 tional view of an engine cooling system made'in accordance with this invention;

Figure 2 is an end elevational v1ew partially in section, of a portion of the parts shown in Figure 1; and

Figure 3 is an end elevational vlew of a somewhat modified form of the invention.

1 indicates an engine jacket, 2 a pipe leading therefrom to the radiator or condenser 3, 4 a receptable in the bottom of said radia- 3 tor, 5 a pipe leading upwardly from said receptacle or tank 4, and provided with a goose neck 6, delivering beneath the surface 7 of the liquid 8 in the tank 9, as shown. A pipe 10 leads from the bottom of the tank 9 to the suction side of the pump, and a pipe 12 leads from the delivery side of said pump back to the jacket 1, as illustrated. Check valves 13 are preferably employed -in the pipe 12 to prevent the fluid passing back into said pump 11, and a bleeder opening 14 is provided in the goose neck 6 to prevent the fluid from siphoning under pressure out of the tank 9.

Connected to the steam or water space 15 45 is a chamber 16 having a movable wall 17 joined as at 18 to the lever 19 pivoted at 20 to the bracket 21, and operating the valves 22 and 23 as shown. A spring 24 surrounding the rod 25 presses down on the 50 lever 19 near the point 18; and thus tends to keep the valve 22 seated. The compression of said spring is conveniently adjusted by screwing down on the nut 26, as will be readily understood. One arm 28 of a bell crank lever 29 rests between said nut 26 and the top of the spring 24, so that when all as will the other end 30 ofsaid bell crank is moved by pullin the rod 31 toward the left as seen in igure 1, the compression of the spring will be increased, while if the motion of the rod 31 is reversed, said compression will be decreased.

Located inside the tank 9 is the compartment 35, havingthe perforations 36, and carrying the float 37 having the valve 38 adapted to control the lower end of vent pipe 39, while valve 23 controls its upper end. The pipe 40 leads to the suction side of the motor, so that a vacuum can be produced inside the compartment 42-when desired.

From what has now been disclosed it will be clear that when steam collects in the jacket 1, it will press on the movable wall 17 of the chamber 16, and thus raise the lever 19, on its pivot 20, and open the valve 22 which will allow said steam or fluid to pass through the pipe 2 into the top of the radiator 3, and down the water pas sages of the same. The condensed fluid will collect in the tank 4, and through pressure generated in the radiator 3 will be forced into the tank 9, whence any air which has passed over will be liberated underneath the surface? of the liquid in said tank 9, and rising up through said liquid will pass through the openings 36 in the compartment 35 and up the pi 39, past the valve 23 and be sucked bac into the intake manifold or it may be liberated into the atmosphere or otherwise disposed of as the operator desires. In the meantime, any alcohol vapor which may be passed over with the air will be caught in the condensed liquid, retained therein, and passed down along with said liquid throu h the pipe 10, into the suction side of the pump 11 and out of the pipe 12 on the delivery side of said pump past the valves 13 and back into the jacket 1. Thus will the cooling fluid be circulated around and around the same circuit without any substantial loss of alcoholic vapor or of the fluid itself.

Now, it is evident that the pressure will accumulate in the jacket 1 so long as the valve 22 is closed, and that the opening of said valve 22 will depend upon-the compression of the spring 24 which compression may be controlled by adjusting the nut 26.

Therefore it is evident that any reasonable pressure desired may be maintained in the space 15 of the jacket. And since the pres sure in said jacket is dependent upon the temperature of the .liquid therein and vice versa', it results that the compression of the spring 24 may be so adjusted as said pressure or temperature changes, -'under varying loads on the engine, as to govern the escape of fluid from the system and to counteract the changes of temperature due to said loads. Thus may the operator maintain the average temperature of the jacket fluid substantlally constant even though the loads on the engine may vary somewhat. Stated in other words, it is evident that any desired normal ten nperature may be automatically maintained 1n the jacket 1 around the combustion cylinders of the engine under normal conditions of operation, and that when this temperature is once established, it will remain substantially constant until the pressure in the jacket is relieved or increased by a change in the compression of the spring 24. It is well known, however, that a substantially uniform temperature around the combustion cylinders is very desirable in internal combustion engines because it enables one to provide a much more uniform ignition of the fuel and a much smoother operation of the engine. As a matter of fact, it is well known that at the present time, a great deal of difliculty is encountered in the operation of internal combustion engines when they are subjected to widely varying loads, because the temperatures around the combustion chambers are subjected to widely varying ranges which are unsuited for the most eflicient utilization of the power in the fuel.

That is to say, a substantially uniform fuel mixture will be most efliciently burned if the cylinders are at a certain predetermined temperature best suited to effect this result, and this fuel will ignite very satisfactorily so long as the engine is running on a constant load or on a level road at a uniform speed and these conditions are not changed. But when a heavy load is suddenly put on the engine and more fuel fed to the cylinders to take care of this load, the temperature and pressure around the cylinders of necessity increases and this change generally causes the engine to perform unsatisfactorily, or to stop entirely. The same is true when a load is greatly and suddenly lessened, as for example by running down hill.

In other words, it is -well recognized in internal combustion engine practice, that the temperature of the cylinders varies so widely in practice that it may be too high to cause the fuel mixture to ignite properly or it may be too low to cause it to ignite or to burn satisfactorily. If the temperature is too high the explosions are too sudden, and partake more of the nature of gun powder explosion forthe fuel seems to detonate,

while if the temperature is too low carbon is deposited, or the fuel "fails to ignite altogether.

By this invention, on the other hand, these very serious disadvantages are readily overcome because by pullin toward the left or pushing toward the rig t on the rod 31, as seen in Figure 1, the pressure in the jacket will be increased or decreased and consequently the'temperature around the combustion chambers. That is to say, if one has the nut 26 properly adjusted for the fuel mixture being employed when running on a level road for example, and he suddenly takes a hill at a high speed or wishes to climb a mountain, he of necessity would use more fuel and therefore he would create a higher temperature than is desired around his combustion chambers. In such case, he would push on the rod 31 as indicated so as to decrease the normal temperature of the jacket and by means not shown on the dash board, would maintain the rod 31 in its new position,'so long as he was requiring the engine to deliver the new and increased load. On the other hand, should he be descending a mountain at a relatively high speed it is evident that he would Wis a higher temperature around his combustion chambers than the normal one he was employing on a level road, and therefore he would pull the rod 31 toward the left, as seen in Figure 1, which would increase the compression of the spring 24:

and thereby increase the pressure in the jacket and the temperature around his combustion chambers, with the result that in both cases the temperature of the combustion chambers would be changed inversely as the load to maintain the normal temperature required by the engine jacket. By thus controlling the temperature in the combustion chambers, one is enabled to burn inferior fuel with much greater satisfaction and efficiency in internal combustion engines than it is otherwise possible to do when said pngdines are subjected to widely varying oa s.

Further, what has been said as regards automobile engines under varying working conditions is equally true of internal combustion engines in general, and especially when they are carried from sea level to higher altitudes. That is to say, if the normal jacket pressure of such an engine should be so adjusted that the engine would work satisfactorily on a given fuel at the sea shore, and should it then be taken to the altitude of Pikes Peak, in Colorado, it is liable not to work satisfactorily at all and as a matter of fact, generally does not work satisfactorily at such an altitude. The same is true of the engines of aeroplanes, to even a great er degree. The jacket pressure of an aeroplane engine Working satisfactorily at the sea shore would be abnormal and apt to give decreases the amount of fuel in the combustrouble, and in fact does cause the engine to give trouble, as regards its'fuel ignition and performance, when taken to an altitude of,

say, twenty thousand feet. In all cases, the

higher the altitude, the colder is the outside air, the less the atmospheric pressure, and the less is the oxygen that is supplied to the combustion chambers. This less pressure, colder atmospheric temperature, and less quantity of oxygen calls for greater pressures around the combustion chambers to give a normal ignition and flame propagation. With this apparatus these said pressures arereadily supplied in the jacket by the operator and maintained so long as the higher altitudes or new operating conditions exist.

To somewhattersely summarize the foregoing, it may be said that it is well recognized by internal combustion engine experts in general, that with the standard water cooling systems now used at the present time, as the load increases on the motor the amount of fuel burned in combustion chambers and-the temperatures thereof increase. It is further well recognized that as the load tion chambers and temperatures thereof decrease. From these two facts it is further recognized that a very considerable waste of fuel is incurred over that required for a normal'operation, that carbon deposits and that a host of other objections follow. It is therefore recognized that it is very desirable to be able to automatically maintain the temperature of the combustion chambers at that predetermined degree best suited for the combustion of the fuel used under normal conditions; and when, due to changes in the charges of fuel used totake care of the new loads on the engine, these conditions change,

it is then very desirable to be able to so change or influence theautomatic controlling mechanism as to cause it to still maintain the said predetermined temperature in the jacket under the said new conditions. In other words, it is then very desirable to change the new temperatures due to the new charges employed in the combustion chamber in a direction inverse to that due to the and this applies to aeroplane engines as well as to automobile and other internal combustion engines. In fact, it is recognized that there is just one temperature of ignition at which the propulsive power of the fuel mix- .conditions of the engine.

ture will be smoothest and the most eflicient. If this oin't of i ition increases, the burning of t e fuel wi lbe too rapid for a smooth and efficient horsepower output. 'If this point of ignition is too low, then the burn-" mg of the fuel will be too slow for an efiicient horse ower output and for a smooth operation oi the engine. Therefore, by provlding the valve 22, the spring 24, the rod 31, and their associated parts, one is enabled in this invention to overcome the foregoing difiiculties.

It will now be clear that the normal pressure in the jacket maybe constantly maintained at any desired point above or below that of the atmosphere and that therefore the normal temperature of the combustion chambers may be likewise maintained at any desired value to suit the particular fuel employed or the particular normal operating A higher normal temperature is maintained for a heavier gasolene than for a lighter one, and for a higher altitude-than for a lower one, and each of these temperatures are temporarily changed from the normal to suit the temporary changes in load or operating conditlons.

In the somewhat modified form of the invention disclosed in Figure 3, the construction is the same as in Figures 1 and 2, except the valve is of a different construction and location from the valve 22, the rod 31 operates the bell crank 61 from a different location, the chamber 42 is dispensed with, the tank 63 differs from the tank 9 and the valve 64 controls the escape of air at the top of said tank .63, thus dispensing with pipe 39, and an independent hand operated rod 65 operates a bell crank 66 which controls the compression of spring 67 in a manner similar to that of controlling spring 24. This construction enables the operator to adjust the pressure in the jacket to a reater nicety than is the case in Figure 1, or the vent valve 64 can be moved independently of the valve 60.

It is obvious that those skilled in the art may vary the details of the procedure as well as of the construction, without departing from the spirit of the invention, and there fore, I do not wish to be limited to the above disclosure except as may be required by the claims.

What is claimed is:

1. In a cooling systemfor internal combustion engines the combination of a water jacket; means for cooling the fluid in said jacket; means for regulating the temperature to which said fluid is cooled while the engine is running; vent means to permit the escape of air from the system; and means governed by the pressure in saidjacket for controlling said vent means, substantially as described.

2. In a cooling system for internal com bustion engines, the combination of an engine having a jacket having a tendency to heat a cooling fluid to varying temperatures imder varying loads on the engine; means causing said fluid in said jacket to be heated to substantially the same predeter mined temperature while the loads vary; vent means to permit the escape of air from the system; and means governed by the pressure in said jacket for controlling said vent means; substantially as described.

3. In a cooling system for internal. combustion engines, the combination of an engine provided with a jacket; a radiator connected to said jacket; a vent to permit the escape of air carried into said radiator; means comprising a valve for governing the pressure normally existing in said jacket; means governing the escape of air through said vent controlled by the pressure in said acket; and means under the control of the operator for changing the normal pressure in said jacket, substantially as described.

4. In a cooling system for internal combustion engines the combination of an engine provided with a jacket; a radiator connected under the control of the operator for readily" changing the normal pressure in said jacket while the engine is running, substantially as described.

y In testimony whereof I affix my signature.

WELLINGTON W. MUIR.

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