US1651827A - Engine-cooling system - Google Patents

Description

H. C. MALLRY ENGINE COOLING SYSTEM Filed July 22, A1923, Sheew-Shee l Y R fr@ R 0 w V.. Om Q E T N N A A, a. R PN; Y E H z, 0 l UV a T 4 z NM T l l fl F F D K, I m /w uWW//lf/f im g ...A n m W w v 2 1 @HMM 6 y 1 E B 2 Sheets-Sheet I2 v A /N EA/TOR #fw/Py Maw/ev I i z A TTORNE Y Dec. 1927. l H. C. MALLQRY ENGINE COOLING SYSTEM Filed July 22 A1921 ,aan

Patented Dec. 6, 1927.

UNITED STATES l 1,651,827 PATENT OFFICE.

HARRY C. MALLORY, OF NEW YORK, N. Y.; SUE R. MALLORY ADMINISTRATRIX F SAID HARRY C. MALLORY, DECEASED.

ENGINE-,COOLING SYSTEM.

Application filed July 22,

My present invention pertains to an engine cooling system of the type in which a cooling liquid is vaporized by the heat imparted to it in the engine cooling space or spaces, and the vapors thus generated are condensed in a suitable condenser and the general object of my invention is to provide means for utilizing energy in the vapor thus generated in driving a turbine or other steam engine. The

invention is of especial utility when *used in a cooling system of the character disclosed in my Patent No. 1,424,664, granted August 1, 1922, in which a vacuum or minus pressure is maintained in the condenser of the system.

The present application is in part a continuation of the application for said Patent No. 1,424,664. t

The various features ofv novelty which characterize my invention are pointed out with particularity in the claims annexed to and forming a part of this specication. For` a better understanding of the invention, however, and the advantages possessed by it,

reference should be had to the accompanying drawings and descriptive matter in which I have illustrated preferred embodiments of my invention.

Of the drawings:

Fi 1 is a side elevation partly in-section showing my improved cooling system used inA connection with an ordinary automobile engine;

Fig. 2 is an elevation of a portion of an engine and cooling system embodying addi- 35 tions to the apparatus shown in Fig. 1; and

Fig. 3 is a diagrammatic plan view of a l modified system. In the drawings, and referring first to the c embodiment of my invention shown in Fig. 40' 1, A represents an internal combustion engine of the type commonly employed in driving automobiles. The engine A hasits cylinders B surrounded by a wall enclosing a space C which serves for a water Jacket. This space is not entirely iilled by the water or other cooling liquid employed so that the f latter has a free top surface C with a vapor space C2 above it. The water may be introduced by the removal of the plug L, and a safety relief valve M is provided on the casing and is set to discharge when the pressure in the system reaches a maximum which 1t is not desirable to exceed. The outlet C3 from the steam space C2 is connected through the turbine chamber D', the outlet Ds from `chamber D. pulley which, through the belt K drives thel 1921. Serial No. 486,684.

check valve Gr', a pump chamber E', and the y outlet pipe E2 from the latter to the cooling space C. An air'exhaust connection H leadsl t from the lower condenserv header F2 to the suction intake manifold J of the engine.

As shown, there is an air valve. I in the discharge connection H. 4This valve may advantageously be of the type fully dis#v closed in my said prior patent which comprises thermostatio provisions permitting air but not steam to iow out of the 'condenser through the discharge connection H, and which also comprises provisions preventing back flow through the connection H. The I rotarv pump E working inthe chamber E is shown as mounted onthe shaft D2 of f the steam turbine wheel D working in the The shaft D2 also carries a usual fan K for drawing atmospheric air past the condensei' F.

In the contemplated mode of operation of lthe apparatus shown, the water in the space C will be heated by conduction and convection from the engine cylinders B to the boiling point and the vapor thus enerated will pass to the condenser throng the turbine chamber D thereb driving the turbine wheel D. The con enser F if of suflicient capacity will, with the airvwithdrawal provisions disclosed, have an internal pressure appreciably below that of the atmosphere so that there will be a substantial pressure i drop'through the turbine without the maintenance of a pressure and consequent tem perature in the -vapor space C2 higher than is desirable and indeed the pressure in the vapor space C2 may wellbe below that of the atmosphere. The energy abstracted from the vapor in passing through the' turbine chamber and utilized in driving the' turbine wheel reduces the amount of heat which must be dissipated in the condenser. The air exhausting connection H eliminates air leaking into the system and tends to the maintenance of a desirably high vacuum in the condenser.

To normally maintain a constant minus pressure and consequent temperature in the vapor space C2, I may provide a vacuum relief valve O as shown in Fig. 2 to automatically open and admit air to the vapor space C2 whenever the air in that space fallsL below the pressure which it is desired to maintain therein. In the apparatus shown in Fig. l, the pump E should be of suitable capacity to return liquid of condensation to the jacket C as quickly as such liquid passes into the bottom of the condenser. To provide for the storage of liquid in the cooling system in excess of that required in the jacket C, I may provide an overflow connection P from the jacket back to the inlet of the pump D so that excess liquid may be stored 1n the bottom of the condenser F as shown in Fig. 2. Q represents a vapor pressure equalizing connection from the pipe P to the vapor space C2 to prevent` the jacket C from c draining by a siphon action.

y Toenhance the eiiciency and increase the v Vcapacity of the turbine driven by the vapor leaving the cooling jacket, I may superheat the vapor in its passage from the jacket to the-turbine. This 'is accomplished with the apparatus shown in Fig. 3 which diliers from that shown in Figs. l and 2 in that the vapor y outlet C from the jacket C leads to a steam l superheating chamber A surrounding the exhaust manifold A10 of the engine. From the superheated chamber A, a conduit C31 runs to the steam inlet of the turbine D, the exhaust of which is connected by a pipe D40 to the `top of the condenser F. The turbine D drives the rotary pump E and fan K as in Figs. l and 2, G10 representing the connection from the condenser hot well to the pump inlet and E10 representing the contures of my invention may sometimes be used without a corresponding use of other features.

Having now described my invention, what I claim as newr and desire to secure by Letters Patent, is:

1. The method of cooling an engine which consists in converting a cooling liquid into vapor atan approximately constant pressure by the heat imparted to the liquid in the engine cooling space, driving a steam engine with the air andvapor mixture thus formed, condensing the through said steamv engine, and returning the .liquid of condensation to the engine coohng space.

vapor y passing y 2. The method of cooling an engine which consists in converting a cooling liquid into vapor by the heat imparted to the liquid in the engine cooling space, adding air to the vapor in said space to regulate the pressure therein, driving a steam engine with the air and vapor mixture thus' formed, condensing the vapor passing through said steam engine, returning the liquid of condensation to the engine cooling space and withdrawing air from the cooling system to lower the pressure in said condenser.

3. The method of cooling an engine which consists in converting a cooling liquid into `vapor at an approximately constant pressure by the heat imparted in the engine cooling space, superheating the vapor formed, driving a steam engine with the vapor thus formed, condensing the vapor passing through said steam engine and returning the liquid ot' condensation to the engine cooling space.

4. An engine cooling system comprising in combination an engine cooling space, a steam engine having its iinlet connected to said space to receive vapor generated by heat im parted to cooling liquid in said space, means tending to maintain a constant vapor pressure at the inlet of said steam engine, a condenser having its inlet connected to the exhaust outlet of said steam engine and means for returning liquid of condensation from the condenser to the engine cooling space.

An engine cooling system comprising in combination with an engine cooling space. a steam engine having its inlet connected to said space to receive vapor generated by heat imparted to cooling liquid in said space, means tending to maintain a constant vapor pressure at the inlet ofsaid steam engine..

a. condenser having its inlet connected to the exhaust outlet of the engine, means for returning liquid of condensation from the Condenser to the engine cooling space, and means for exhausting air from said system to lower the pressure maintained in the condenser.

6. An engine cooling system comprising in combination, with an engine cooling space. a steam engine having its inlet connected to said lspace to receive'vapor' generated by heat imparted to cooling liquid in said space, means for admitting air-to the system to increase the pressure at the engine inlet, and means for withdrawing air from the system to lower the pressure at the engine outlet.

7. The method of cooling an engine which consists in converting a cooling liquid into vapor by the heat-imparted in the engine cooling space. adding air to the vapor, superheating the air and vapor mixture thus formed, driving a steam engine with lsaid turning the liquid of condensation to the engine cooling space.

8. In combination, an internal combustion engine having a liquid jacket space 5 around it, a condenser, an elastic Huid turbine, a conduit for vapor to flow from the liquid jacket space to the turbine, means tending to maintain a constant vapor pressure in said conduit, a conduit from the turbine exhaust to the condenser, a rotary l0 pump driven by the turbine, a conduit from the condenser to the intake of said pump, and a conduit from the delivery side of said pump to the liquid jacket space.

Signed at New York city in the county of l5 New York and State of New Yorkthis 21st day of July, A. D. 1921.

HARRY C. MALLORY.

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