US1694751A - Automatic heat-control device - Google Patents

Description

Dec. 11, 1928.

. F. N. NUTT AUTOMATIC HEAT CONTROL DEVICE Filed Oct. 21, 1926 gwm'nfoz Fm! 72 ji /f Patented Dec ll, i928. marten FRANK l\T. NUTT, OF FLINT, MICHIGAN, ASSEGNOB TO A C SPARK PLUG COMPANY, OF FLINT, MICHIGAN, A COMPANY- OF MICHIGAN.

AUTOMATIC HEAT-CONTROL DEVICE.

Application filed October 21, 1926.

This invention relates to internal combustion engines and more particularly to an automatic control for the fuel heating system and engine cooling system.

Internal combustion engines of the type commonly used for propelling automobiles are most efiicient when they reach a certain warmth. Cooling systems are provided to prevent overheating and maintain the engine at a desired temperature for maximum efficiency. It is also the practice to heat the explosive fuel mixture, for starting purposes, especially during cold weather, when the volatility of the liquid hydrocarbon is comparatively low.

it is among the objects of the present invention to automatically control the circulation of cooling medium, whereby the engine reaches, in a comparatively short period, a proper temperature for maximum e'liiciency and thereafter maintains such temperature uniform, and to also provide means for heating the combustible fuel mixture to assist in its volatiliZat-ion and for the regulation of such. heating means according to engine thermal conditions. Other incidental objects will clearly appear from the following specification and the accompanying drawing, illustrating a preferred embodiment of the invention, wherein Figure 1 is a side elevation of a portion of an explosive engine with my invention applied thereto; Figure 2 is a vertical sectional view of the automatic control, located in the cooling system; and Figure 3 is a transverse section taken on line 33 of Figure 2.

Referring to the drawing, the internal combustion engine is indicated by the numeral 1, having driving connection with a. fan 2 for drawing air thru the cooling radiator 3. Engine cooling systems are usually either a thermo-siphon or pump type, the pump type being most preferred is here illustrated as consisting of a pump l, which draws the cold water or other cooling medium from the bottom of the radator thru a hose connect-ion 5, forcing it up thru the hollow motor block, absorbing heat as it passes around the several cylinders, and then thru the outlet hose connection 6, to the top of the radiator 23, where the heat is dispelled as the cooling medium drops to the bottom for recirculation.

In the form shown in the drawing, the outlet hose 6, instead of being connected directly to the head of the motor, communicates with Serial No. 143,191.

the water jacket thru the housing 7 Located within the housing 7 is a thermo-sensitive element 8, which may be of the well known expa-nsible bellows type, carrying an upwardly extending shaft or stem 9, projecting outside or beyond the top of the housing. A circular ribbed disc is carried by the stem 9 and forms a. closure or valve to control the circulation of cooling medium. That is, when the engine is cold, the bellows is contracted, as shown in Figure 2 and the valve 10 prevents circulation. Upon engine operation, the cooling medium soon takes up the heat developed by the explosions, and at a predetermined temperature the valve 10 opens under expansion of the thermostatic bellows 8, to accordingly permit the circulation.

Under influence of engine suction, explosive fuel mixture is drawn from a. carburetor 11 thru a suitable induction passageway or intake chamber or manifold 12 leading to the several cylinders. Surrounding the intake passageway 12, there is preferably located a heating chamber or hollow casing 13 communicating with the exhaust chamber or manifold 14 for spent gases, as shown by the broken away portion in Figure 1. An oscillating valve 15 is pivoted in the exhaust manifold to deflect the hot exhausted gases downwardly into the heating chamber 13 and around the intake passage 12, from whence they return to the exhaust manifold beyond the valve 15. The path of such hot gases, when the valve is in its vertical deflecting position, is indicated by the small darts, and it will be seen that their contact with the sides of the intake passageway, insures a more complete combustibility of the fresh gases flowing therethru. Secured to the shaft of the valve 15, is the lever 16 connected by a link 17 to the rock lever 18 which is pivoted to the housing 7 and has one end bearing on the top of the stem 9. The other end of the lever 18 is provided wit-h an eye 19 surrounding the link 17 and transmits the expansion of the thermostat 8, by compressing the spring 20 against the nut 21 on the link to move the valve 15 toward a horizontal position shown in dotted lines. The yielding connection thus formed permits a further expansion of the thermostat after the movement of the valve 15 is arrested, until the valve 10 rests against the seat 22, as shown by dotted lines.

From the above description, it'will be apparent, that the thermostatically controlled Valves, operating in unison, insure a smooth operating motor from the start. Upon starting a cold engine, the full value of the exhaust gas heat is utilized by deflecting such spent gases around the intake passageway. At the same time, the cooling system circulation be ing stopped, the engine soon heats up, which acts on the thermostat to control the circulation for maintaining the engine at a proper bemperature. By the time the engine becomes warm, the complete deflection of hot gases will not longer be necessary, and under influence of the thermostat, the deflection will be gradually decreased as the engine w rms up. It will be understood, however, that the heating chamber is always in communication with the exhaust manifold, the deflection occurring merely when the engine is cold, in order that the fuel heating system will be effective in the least possible time. After the heating chamber once becomes effective, its communication with the exhaust manifold, without deflection, is sufficient to maintain a uniform temperature for heating the fresh gases.

Having described my invention I claimi 1. In combination, a hollow casing member adapted to be inserted in the circulatory cooling system of an internal combustion engine, a thermo-sensitive element located within said casing, a valve carried by said element to control fluid flow thru the circulatory tem in accordance with the temperature conditions therein, a housing surrounding the engine intake conduit and having constant communication with the engine exhaust conduit, a movable deflector plate in said housmg, and an operable connection between said thermo-sensitive element and said deflector plate whereby the deflection of exhaust gases into the housing is controlled in accordance with temperature conditions within said cooling system.

2. In combination, a hollow casing member adapted for insertion in the circulatory cool ing system of an internal combustion engine, a thermo-sensitive element located within said casing, a reciprocatory shaft carried by said element and extending beyond the wall of the casing, a valve fixed on said shaft and controlling the flow of cooling fluid thru the casing in accordance with the position of said shaft, a housing surrounding the engine intake conduit and having constant communication with the engine exhaust conduit, a pivoted deflector plate associated with said housing to deflect exhaust gases therein, and a lost motion connection between said deflector plate and said reciprocatory shaft for moving the deflector plate to vary the extent of de flection of exhaust gases into the housing and which permits continued movement of said shaft after the plate has been moved to one limit of its movement.

3. The combination set forth in claim 2, wherein said lost motion connection includes a pivoted rocker arm hearing at one end on the end of the reciprocatory shaft a motion transmit-ting rod slidably projecting thru an eye formed in the opposite end of said rocker arm, and a spring carried by said rod on which the said opposite end of the rocker arm bears.

In testimony whereof I affix my signature.

FRANK N. NUTT.

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