US1677981A - Process of and means for cooling internal-combustion engines - Google Patents

Description

July 24, 1928.

w. w. MUlR v PROCESS OF AND MEANS FOR COOLING INTERNAL COMBUSTION ENGINES Filed Aug. 25, 1924 2 Sheets-Sheet July 24, 1928. 1,677,981

w. w. MUIR I PROCESS OF AND MEANS FOR COOLING INTERNAL COMBUSTION ENGINES Filed Aug. 25, 1924 2 Sheets-Sheet 2 gnvzntoz ||||IHIHHIIII||l|||||l|||| HIIHHIIIIIIIIIIIIHIIIIIII Ill|||l||||||l|||IIIIII IIHH lllllllllllllllllllllllllllll H'lllllllll|||||||l||||l|||l| HIIIIIIHIIIHHIHII IIIIIIHIIIHIH I|||||||||||l|llllllllllllllll GU10: 11 e14 lit Patented July 24, 1928.

UNITED STATES 1,677,981 PATENT OFFICE.

WELLINGIION W. MUIR, OF LOCKPORT, NEW YORK, ASSIGNOR TO HARRISON RADIATOR CORPORATION, OE LOCKPORT, NEW YORK.

EROCESS OF AND MEANS FOR COOLING INTERNAL-COMBUSTION ENGINES.

Application filed August 23, 1924. Serial No- 788,897.

This invention relates to a process of and a means for cooling internal combustion engines and has for its object to improve the constructions and the procedures hereto fore proposed.

With these and other objects in view the invention consists in the novel steps and combinations of steps constituting the process" Figure 2 is a plan view partly broken away of the parts shown in Fig. 1-;

Figure 3, is a rear elevational view partly broken away of the radiator;

Figure 4 is a detail sectional View showing the connection between, the pipe e6- and the radiator;

Figure 5 is a sectional view of an adjustable means for controlling the level to which the engine jacket can be filled; and

Figure 6 is an enlarged diagrammatic viev:i showing how the orifice 17 may be regulate in order that the precise invention may be the more readily understood it is said: lit is well known, that due to the demands for internal combustion engine fuels of the gasolene type the pure gasolene of a relatively low boiling point is generally admixed with other cheaper hydrocarbons of higher boiling points which give trouble in the combustion chambers due largely to the absence in said chambers of a temperature or ignition which is substantially, or fairly constant.

. That is, it is well known that the coercial gasolene i'uels now sold on the market due to the lack of constancy in the ignition temperatures of the combustion chambers give rise to what is known as knocking or pounding and to other troubles not necessary to mention, which could be avoided if one could control within suitable limits the temperatures of combustion under working conditions. It is further known that these said troubles are at present considerably mitigated by mixing chemicals or so called dopes with the fuels. But these chemicals are far from satisfactory not only on account of their added cost to the fuel, but for other reasons not necessary to detail.

According to this invention, on the other hand, I provide a means for maintaining the temperatures of the engine jacket, and therefore the temperatures of ignition in the combustion chambers within suitable limits in both summer and winter and therefore I am enabled to either entirely eliminate the foregoing objections, or else to greatly reduce the same, all as will now be disclosed.

In the drawings 1 indicates the outside of the acket of any suitable internal combustion englne, 2 a radlator, 3 a connection leadmg out of said jacket to the pipe 4 connecting with the filling cap 40 of said radiator, 5 a second connection leading out of said jacket to said pipe 4, and 6 a connection leading from the pipe 5 to said radiator below the pipe 4;, and to the tank 12 located on the left hand rear side 7 of said radiator as illustrated in Figures 2 and 3. From the bottom of the tank 13 located on the opposite or right hand side 8 of the radiator 2 leads the connection 9 to the rotary pump 10, and from said pump 10 leads the pipe 11 back to the jacket 1.

As best shown in Figure 3, on the side 7 of the radiator 2 is disposed the said vertical side tank 12, and on the side 8 of said radiator there is disposed the said vertical side tank 13 which is divided into two spaces 14 and 15 by the partition 16 having the orifice 17 at its bottom and terminating at its top by the edge 18 over which the cooled liquid may flow at times as will presently appear. nected to the pipes 6 and 9 respectively are themselves connected by the cross flow water conducting and cooling tubes 20 associated with the cooling air passages 21 all as wlll be readil understood. 22 indicates an air vent, lea ing from the top tank 23, and 24 is a partition separating the tanks 12 and 23. designates an air vent leading from the pump 10 to the space 15 of the tank 13. 40 is a filler cap, and 27 an outlet means to indicate when the system is filled to the level indicated b the dotted line 28 in Figures 1 and 3. aid means 27 whiclrl will calla level filler gage, is provided with the The vertical tanks 12 and 13 conill? sc'rew threaded member 29 into which fits the screw threaded tubular member 30 provided with the pin 31 to prevent losing said member. Said member 30 is also provided with the orifices 32 out of which water will flow when the level 28 is reached and thus indicate that the system has been filled t said level 28.

The radiator 2 is so designed that its coolingcapacity is from say one half to one third greater than is now commonly provided for in radiators serving the same engines and working under the same conditions.

In fact, the radiator 2, according to this invention is provided with a cooling capacity sufficient in the summer time to cool down the liquid to a temperature within 20 or 25 of that of the atmosphere, or say, to

120 F. The construction of this radiator is also such, as will be presently explained, that its cooling capacity in the winter time will enable the operator to reduce the cooling fluid down to, say, 150 F. That is'since the air taken in through the carburetor is much warmer in summer than in winter, the cooling fluid and the temperature of the combustion chambers should be maintained at a lower temperature in summer than in winter, and the means to be described below enables the operator to do this.

The operation of this invention is as follows: This system may be operated either as a water cooling system; as a mixed water and steam cooling system'; or as a steam cooling system according to the desire of the user, and the amount of liquid maintained in the system. For example, if it is to be operated as a straight water cooling system, the jacket 1 and radiator 2 will be kept substantially full of water, which may be filled into the system through the filler cap 40 until the liquid runs out of the vent tube 22 thus indicating that the tank 23 is full. Of course, in such case the member 30, Figures 1 and 5, is screwed home or until the orifices 32 are closed. In such a case of a water cooling system the hot water will rise through the pi es 3'and 5, pass through the pipe 6 into t e vertical tank 12 of the radiator, through the cross flow horizontally disposed tubes 20 into the space 14, of the vertical tank 13, through the restricted orifice 17 and over the edge 18 of the partition 16, into the space 15 of said tank 13, out the connection 9 to the ump 10, and out of said pump .through t e delivery pipe 11 back to the jacket 1, all as will be clear from the drawings. In such case of water cooling and of the system being entirely filled with water, the coolingcapacity of the radiatorbeing one third larger than normal, the pump will be run at a slower speed than is customary, when the water in radiator 2 is found to be overcooled. This may be accomplished by providing any suitable and well known.

means, not shown, for reducing the speed of the pump. Or I may so proportion the size of the orifice 17 that more than one half the cooling liquid may pass therethrough when it is wide open, and I may adjustably control the size of said orifice by a means such as that disclosed in Figure 6, to the end that when the coolingliquid is found to be overcooled one may close oif said orifice 17 altogether, and thus supply an insuiiicient amount of liquid through the pump to overcool the jacket.

On the other hand, if one should screw out the gage or control cock 27, and spill out the liquid until it reaches the level 28, Figure 1,

the cooling capacity of the radiator would be reduced over that of an all liquid cooling system, and in that case, the circuit of flow of cooling liquid would be the same as before, except so long as the system is overcooled, the liquid would pass through the restricted orifice 17 only, because the liquid itself could not rise higher than the dotted line level 28 in such case. Of course, instead of lowering the level of the liquid to the line 28 by the method just suggested, the cook 27 may be opened to the position shown in Figure 5 in the first place. and the system then filled to said level 28 through the cap 45. But in either case, so long as the liquid is overcooled due to the abnormally high cooling capacity of the radiator a comparatively small quantity can be made to flow to the pump through the orifice 17 and therefore a small cooling can be imposed upon the jacket 1.

The result is when the liquid is overcooled the liquid in the jacket can be made to rapidly heat up with the creation of more or less vapor and pressure in said jacket. But the evolution of vapor and the creation of pressure in the jacket 1 will force increased volumes of liquid through the connections 3, 5 and6 into the radiator 2, and the level of the liquid will steadily rise above the dotted line 28 until said liquid overflows the top edge 18 of the partition 16. But this overflowing of liquid over or past the edge 18, supplies a greater volume of cooled fluid to the pump 10 and to the jacket so that the temperature in the jacket is at once reduced almost as soon as it rises.

' In other words, by locating the normal level 28 of the cooling liquid in the system at approximately as high as the top of the jacket 1, by extending .the top 18 of the partition 16 well up above said level 28 as indicated, by making the cooling capacity of the radiator substantially greater than is normally required and by making the connecting orifice 17 or other equivalent connection with the pump, of' a less capacity than is normally required to cool the jacket, one is enabled to provide a continually self regulating or self balancing system, which when the temperature of the jacket is below a predetermined degree, depending upon the. size of the orifice 17, the system will heat up and automatically so cool down the liquid fed to the jacket that the latter will be cooled to a point below that desired.

When this takes lace, all vapor associated with the liquid W ich served to increase its volume and thus caused it to become overcooled and to flow over the edge 18, is condensed, so that the volume of liquid in the radiator 2 again becomes too small to reach said edge 18. While said liquid is below said edge 18, the orifice or connection 17 remains too small to supply enough liquid to the jacket to adequately cool the same, and thus the jacket temperature again rises, and the cycle is repeated.

In the case of a steam cooling system the liquid is normally maintained at a level below the line 28, and the steam condenses in the radiator and causes liquid to accumulate at the bottom thereof, which passes through the orifice or connection 17 to the pump 10 and back to the jacket. But again the cooling capacity of the radiator being abnormally large, or suflicient to overcool the liquid, and the capacity of the orifice 17 being too small to cool the jacket, the jacket temperature will in this case likewise rapidly rise,'so as to send more steam into the radiator, and this action will continue until the mixed steam and liquid therein rises above the level 28 and the cooled liquid flows over the edge 18. When this. occurs the jacket temperature will condense the steam,

so the cycle will be repeated.

Itwill now be clear that when it is desired to maintain in the jacket 1 during the summer time a temperature of approximately say 120 F. it is only necessary to so regulate the size of the orifice 17 and the distance of the level 28 below the edge 18, as will, with a given pump speed cause said jacket temperature to remain at substantially 120 F. during the summer. In the same way, if it be desired to maintain a temperature of say 150 F. in the jacket during the winter time, the orifice 17 may be somewhat enlarged over what it was during the summer time and the level 28 of the liquid in the system may be maintained at say 150 F.

In other'words, by providing the foregoing construction and following the disclosed procedure I am enabled to so regulate the temperatures in the jacket and therefore in the combustion chambers as will maintain them in both winter and summer within any desired predetermined limits, and therefore I am enabled to regulate the flame propagation in said chambers and the combustion of the fuel therein to a greater or less degree. Oficourse, it will be understood that 1n both winter and summer after the capac1ty edge 18, while a light load will be longer in accomplishing this end. That is in all cases after the li uid is overcooled, its supply becomes insu 'cient and the jacket becomes too hot, and this state of temperature causes an excess of cooled liquid to be fed to the jacket, which at once becomes too cold, and so the cycle continues. But it is the excess of heat generated in the jacket that produces the vapor or steam that causes the volume of liquid in the space 14 toincrease sufliciently to pass over the edge 18. Further it is the condensation of said steam or vapor in the radiator 2, that retracts the level of the liquid back'to the line 28 after it has been raised to the level of the edge 18.

In Figure 6, there is disclosed one form of many that could be devised for regulating the size of the orifice 17. 46 is a screw threaded bushing secured to the outer shell.

47 is a screw threaded shank provided with the tapered valve 48 adapted to open and close the orifice 17 associated with the tapered valve seat 51, with-which the bushin 50 carried by the partition 16 is provided. 52 indicates the plane of the discharge ends of the tubes 20.

As the cooling capa ity abnormally great, with cold atmospheric temperatures it is quite easy to freeze the liquid delivered from tube 6 as it splashes against the ends of the tubes 20 in the tank 12, and to thus close up the said tubes 20. To prevent this end 35 for this tube 6, have placed the partition 55 between said end, 35 and the ends of radiator 2 is i I'have provided a tapered I of the tubes 20, and have disposed the tapered opening of said end 35 away from said partition, as shown, so that it is not possible for the liquid to splash against the ends of the tubes 20.

From the foregoing it will be seen that the principle of iny process of operating a cooling system resides in automatically feeding to the jacket for a short time a quantity of cooled li uid devoid of hot vapor and too small to eep the jacket down to a predetermined desired temperature, thus causing the jacket temperature to rapidly rise above said predetermined temperature; and to force into the radiator a relatively large volume of hot liquid mixed with hot vapor or steam. Then the system automatically .feeds to the jacket for a short time a jacket is being thus reduced, the vapor accompanying said higher temperature automatically disappears from the system due to the cooling action of the radiator, and thus brings back the system to its original condition of feeding only a small and insufficient quantity of cooled liquid into the jacket. The cycle is in this manner continually, intermittently and automati ally repeated as long as the engine is running. There being no moving parts outside the pump, the system can be built rugged and strong, and

therefore it needs very few repairs.

What is claimed is:

1. In a. cooling system for engines the combination of a jacket; a radiator; a connection between said jacket and said radiator; return connections between said radiator and said jacket; and means associated with the system by which there is rontinually supplied to said jacket automatically and alternately too little, and too much cooling fluid to continuously maintain said jacket at a predetermined desired temperature.

2. In a cooling system for engines the combination of a jacket; a radiator; a connection between said jacket and said radiator; return connections between said radiator and said jacket; and means comprising a restricted orifice associated with the system by which there is supplied to said jacket automatically and alternately too little, and too mu"h cooling fluid to continuously maintain said jacket at a predetermined desircd temperature.

3. In a. cooling system for engines the combination of a jacket; a radiator; a connection between said jacket and said radiator; return connections between said radiator and said jacket; and means comprising a restricted passage and a larger passage associated with the system by which there is supplied to said jacket automatically and alternately too little, and too much cooling fluid to continuously maintain said jacket at a predetermined desired temperature.

4;. In a cooling system for engines the combination of a jacket; a radiator of excessive cooling capacity connected to said jacket; a wall provided with a restricted passage for cooling fluid carried by said radiator; an unrestricted passage out of the path of said fluid when no hot vapor is present in the system, carried by said radiator; and connections for delivering the cooled fluid back to said ja"ket.

5. In a cooling system for engines the combination of a. jacket; a radiator of abnormal cooling capacity connected to said jacket; a restricted passage comprising an orifice for cooling fluid carried by said radiator; an unrestricted passage associated with a vertically disposed member, said last named passage being out of the path of said fluid when no hot vapor is present in the system, and also carried by said radiator; and connections for delivering the cooled fluid back to said jacket.

6. In a cooling system for engines the combination of a jacket; a cooling means for fluid connected with said jacket; a partition associated with said cooling means provided with an orifice and with a means over which the cooled fluid may flow, disposed above the normal level of said fluid in the system; and connections between said cooling means and said jacket.

7. In a cooling system for engines the combination of a jacket; a cooling means for fluid connected with said jacket; a partition associated with said cooling means provided with an adjustable orifice and with a means over which the cooled fluid may flow, disposed above the normal level of said fluid in the system; a vertically disposed passage with which said orifice connects; and connections between said cooling means and said jacket.

8. In a radiator for engines the combination of a cooling core comprising horizontally disposed fluid carrying passages; a vertically disposed tank with which said passages connect; a vertically disposed partition in said tank having its upper edge disposed above the normal water level in said core, said partition dividing said tank into two open ended compartments, and provided with an orifice near its lower end.

9. In a radiator for engines the combination of a cooling core comprising aplurality of horizontally disposed open ended water passages; a vertically disposed tank connected with the receiving ends of said passages; a vertically disposed tank connected with the" exit ends of said passages; means dividing said last named tank into a plurality of open ended compartments communicating with each other below the top surface of said core; and a passage connecting said compartments near the bottom of said last named tank.

10. In a. radiator the combination of a means to facilitate the filling of said radiator up to a normal level with liquid; a liquid cooling means; means to receive liquid from said cooling means; means disposed below said level to restrict the delivery of the cooled liquid until the latter rises in said radiator above said normal level; and means located above said level permitting a free flow of liquid from said receivlng means connected with the discharge end of said assages; a third liquid receiving means reely connected with said second receiving means above said normal level and restrictedly connected to said second receiving means below. said normal level.

12. In a radiator provided with a core the combination of means to provide a predetermined level of liquid in said core; means disposed below said level to restrict the flow of liquid out ofsaid radiator; means located above said level to permit the unrestricted flow of liquid out of said radiator; and common means to conduct away both said restricted and unrestricted flows of liquid.

13. The process of cooling an internal combustion engine which consists in providing a cooling circuit therefor; supplying constantly and intermittently while the engine is running a quantity of cooling fluid insufficient to cool said engine to permit the temperature thereof to rise; and also supplying alernately with said first mentioned supplies a quantity of cooling fluid more than sufficient to cool said engine after the temperature thereof has risen.

14. The process ofi cooling an internal combustion engine while it is running which consists in roviding a cooling circuit there v for; supplying continually and intermittent- 1y a quantity of cooling fluid to said engine insuflicient to prevent vapor being formed therefrom by the engine temperature and until said vapor is produced; and also supplying alternately with saidinsufiicient'supply a quantity of cooling fluld to said engine sufiicient toretard the formation of vapor therefrom by said engine temperature.

15. The process of operating an internal combustion engine coolin circuitincluding aradiator and a section or absorbing heat, which consists in causing said circuit to continually supply to said absorbing section while the englne is running alternately toolittle and too much cooling fluid from said radiator to continuously maintain the engine temperature at a predetermined desired point.

16. The process of operating a fluid cooling system for an engine while the same is running which consists in subjecting the fluid to cooling action varying in proportion to the pressure of said fluid; and returning the cooled fluid to the jacket in amounts proportionate to the cooling action to maintain the jacket temperature constant.

17. The process of operating a cooling K system for an internal combustion engine involving the circulation of a liquid between the jacket and a radiator which consists in subjecting a limited supply of liquid to the cooling action of said radiator while the engine is heating up in order to quickly raise the temperature of said liquid in said jacket to its point of vaporization; increasing the supply of liquid to the jacket after said temperature has been raised; and alternately sup lying too much and too little liquid to sa1 jacket to continuously maintain the jacket temperature at a predetermined point. In testimony whereof I aflix my signature.

WELLINGTON WQMUIR.

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