US1724472A

US1724472A - Engine cooling system

Info

Publication number: US1724472A
Application number: US741502A
Authority: US
Inventors: Good John
Original assignee: GOOD INVENTIONS CO
Current assignee: GOOD INVENTIONS CO
Priority date: 1924-10-03
Filing date: 1924-10-03
Publication date: 1929-08-13
Anticipated expiration: 1946-08-13

Description

Aug. 13, 1929.

J GOOD ENGINE COOLING SYSTEM F1186. Oct 5, 1924 Patented Aug. 13, 1929.

metre stares I arrears Parent series,

JOHN GOOD, OF GARDEN CITY, NEW YORK, ASSIGNOR TO GOOD INVENTIONS (70., OF

NEW YORK, N. Y., A CORPORATION OF NEW YORK.

ENGINE COOLING SYSTEM.

Application filed October 3, 1924. Serial No. 741,502.

The invention relates to engine cooling systems and consists in the organization of parts according to the principles exemplified in the accompanying drawing and below described, whereby the temperature of the engine cylinders or water jackets is controlled by variation in pressure of the water or such other liquid as may be used as the heat' abstracting medium.

In said drawing, Figure 1 is a side elevation, partly in section of a conventional automobile engine and its cooling system; and

Figure 2, a large scale detail section of the venting and pressure controlling means.

The construction and mode of operation of the engine will be recognized without description; its cooling system comprises the usual water jacket 1 surrounding the engine cylinders, the usual radiator 2, and the usual top and bottom water connections 3 and 4. In the engine shown, the cooling system opcrates according to the so-called thermo siphon principle,.but a water pump could be applied to the system if desired. In either case the water heated by the combustion in the engine cylinders circulates through the upper radiator connection 3 into, and downwardly through the radiator, where it is cooled by the air flowing through the latter and thence through the bottom connection 4 back to the jacket.

The connected passages in which the cool ing liquid is contained constitute a containing space which, according to this invention, is vented to atmosphere when the engine is at less than its normal or some desired operating temperature, or when it is not working, but which becomes a closed or a confined space, as by the closing of the vent, after the engine has been started and warmed up and is working. The vent is located in the upper part of the system, preferably in the removable cap 5, through which the radiator is filled, though it might be placed elsewhere, and in the present case it is constituted by the passage 6 in a regulating set screw 7 carried by the cap. The vent passage is controlled, in the present case, by a thermally operated valve 8, the thermal element 9 of which is mounted in a cylindrical perforated frame or casing 10 screwed to the bottom of the radiator cap in a position where it may experience the temperature of the cooling water, or of the water vapor above the level thereof as the case may be.

When the engine is started and the temperature of the jacket water, or cooling liquid, rises to some predetermined tempera ture, considered appropriate for the best 0 eratlon of the engine, say about 212 F. tiie thermal valve 8 closes the vent and thereafter pressure is developed within the closed space of the cooling system as the result of the further expansion of the liquid. The adjusting screw 7, in the present case, controls the temperature at which the vent is closed and for this purpose it is provided with a finger 11 which, in connection with appropriate markings on the top of the radiator cap, serves as an index. Screwing the regulating screw downward causes the vent to be closed at a lower temperature and vice versa. The thermally controlled vent just described constitutes one of several different forms of mechanism by which the purposes of this invention may be accomplished; it is preferred because of its simphcity, being, in fact, not substantially different from the automatic air valves used on steam and other radiators in house heating systems.

After the desired temperature has been reached and the vent has been closed, the pressure developed by further increase of the temperature in the cooling liquid becomes efl ective upon a diaphragm or other motor means connected into the system, which by its operation controls soine suitable mcans for controlling the temperature of the cooling liquid. In the present case the pressure variation is made effective through the passage 12, upon a diaphragm 13 which is thereby displaced against the pressure of an adjustable spring 14 to open a set of pivoted shutters 15 mounted-in front of the radiator and controlling the fan-pro duced air flow therethrough. By the. cooling efl'ect thus produced on the liquid in the radiator, the total volume of cooling liquid in the system tends to diminish,'with the result that automatically, a substantially constant pressure condition is obtained corresponding to the desired jacket temperature and a substantially constant engine temperature is thereby secured, regardless of atmospheric temperature.

The operation of the shutter mechanism or such other air flow or temperature control as may be employed, is very positively effected by the diaphragm motor which posa cooli medium of ater volatilitfithan water, t e method 0 controlling. the same which consists in subjecting the medium to a pressure greaterthan atmospheric and 5 cooling the same'before the medium reaches the normal operating temperature of the engine.

9. In a normally oEen. engine cooling system employing a coo ng medium of greater volatility than water,-.th method of controlling the same which consists'in' closing the system before the medium reaches a temperature at which substantial vaporization occurs and thereupon subjecting the medium to a cooling air flow.

In testimony whereof, I have signed this specification.

, JOHN GOOD.