US1795878A - Radiator - Google Patents

Description

10, 1931. C '.MQUGEY 1,795,878

RADIATOR Filed April 7. 1928 core at all times, thus permitting the use 0 Patented -10, 1 931 UNITED STATES PATENT-OFFICE V SEARCH CORPORATION, OI DETROIT, MICHIGAN, A CORPORATION OF DELAWARE Application filed April 7,

My invention relates to an improved radia-.'-

1 -prevents the loss of expensive anti-freeze solutions but also renders unnecessary the frequent addition of liquid to the cooling s stem to replace thatlost out of the overow pipe in the form of steam or vapor.

A second object is to provide a radiator which. is so constructed that when-it is used in connection with a'water cooled system, the water may flow through the entire radiator.

a smaller radiator core than is possible in a construction where a strictly vapor condensing section must be provided.- In my t of radiator, the steam or vapor is force to p pass through water to escape to the atmosphere, and obviously it will be more apt to be come condensed than if it'were passing only through air, as it would move much more I rapidly through air passages than it may so through'water passages;

Another object is to rovide a filling means for such a radiator w ich will serveto pres vent filling the radiator above a predetermined levelr By this means, an expansion chamber is automatically provided in the top of the radiator.

. which must be filled nearly-full to make sure that there is enough liquid inthe cooling system, as soon as the liquid becomesheate it expands and is forced out through the overflow pipe. In my construction, however, the;

liquids-may expand considerably and still not reach alevel-high enough to perinit to to-run out through the overfiow pipe. I

With' the aboveandother objectsin view,

In the ordinary radiator p thence to the engine waterpassages. A cham- 1928. Serial 1T0. 268,203,

-' BARRY o. uouemr, or mrrnonz, monmandassrenon 'ro GENERAL morons an- 7 by referring. to thespecifi'cation and accompanying drawing in which: r

Figure 1 is a front view of my improved radiator, with parts broken away to more clearly illustrate the invention.

Figure 2 is a View corresponding .to Figure 1, but showing a modified form of radiator.

. The reference numeral 10 indicates a radiator shell within which is secured.- a transverse flow radiator core, which is shown in Figure 1 as being made up of a lower or main set of horizontally extendin passages 12 and an upper or auxiliary set f similar passages 14. A metal tank 16 extends up both sides of both sets of passages and across the top, and isdivided into a plurality of compartments or-headers of the passages 12 and communicating there- 1? with is an inlet header 18, to the upper end At the left handside of which is connected an inlet conduit 20 which conducts heated water from the engine into the header 18. A partition 22 extends across the tank 16 just above this conduit and between the passages 12 and 14, forming an inlet header 23 for the passages 14. A

tube 32 is supported from the partition 22 and extends down into the inlet header 18 terminating just above the bottom of the latter .and establishing communication between it and the header 23. I At the opposite side is an outlet header 24 extendlng the full height of both. sets of passages and communicating .with both. A artition 26 forms the upper end of this hea er and at the lower end is an outlet conduit 28 leading to the. pump and.

her 30 which serves as an expansion chamberisthus formed at the top of the radiator. When operated as a .,li u1d cooled system,

h ated. In orderto'insurethat the the radiator should be filed substantially'to vided a" novel filling means.

. stantially at the top of-the passages 14, or in line /with the desired liquid level. It is not necessary that. this pipe extend into the header 24, as it will function just as well if it is placed on the opposite side of the radiator.

It is only in use when the radiator is being filled, and all that is necessary is that it'eX- the radiator as described above.

when alcohol or other volatileanti-freeze liqtend down to the level to which it is desired to fill the radiator. The usual vent or overflow pipe 42 is also connected from the inside of the filler neck to the outside of the radiator. To fill the radiator, the cap 36 is removed, thus uncovering the upper end of the pipe 38. As the cooling liquid is poured in, it must necessarily displace a corresponding amount of air in the radiator. This air may escape through the pipe 38. However, when the level of the liquid reaches the bottom of 'the pipe 38, no more air may escape, due to the fact that a water seal is provided in the U-shaped tube 37. As a result the air above the bottom of the pipe 38 is trapped and any additional liquid which is poured in willonly rise in the filler neck and run out through theoverflow pipe 42. It will thus be seen. that it is impossible to fill the radiator substantially above the top of the passages 14. As soon as the cap 36 is replaced the upper end of the pipe 38 is closed and consequently no vapor may escape through it.

While it is preferred to use the above described filling means, it is not essential and it should be understood that any filling means,

which will prevent filling the radiator above the desired level, may be-used. Even an ordinary filler opening may be used ifasight gage or a test valve is fitted t0 the radiator ftov insure that it is filled to the proper level.

These are such obvious expedients that they are not shown in the drawings.

There are several reasons for constructing One is that uids are mixed with the water in the cooling system, they vaporize at a much lower temperature than the water, and unless some provisionis made to condense these vapors, they will escape to the atmosphere through the vent pipe, thus weakening the anti-freeze mixture. Various forms of condensers have been provided in the past but the difiiculty of most of them has been that the tendency is for the anti-freeze liquid to become concentrated in the condenser, due to the fact that it naturally vaporizes before the water .does.

Another reason is that when the engine is driven at high speeds for long distances, it is apt to become very hot. and steam is formed.

Or the engine may become quite hot from normal driving and then be stopped. Since the pump is no longer working to circulate the liquid through the system, the liquid which is in the upper portions of the water jackets being substantially stationary is quickly heats ator which is filled to the top, it is forced out.

through the overflow pipe. Consequently expensive .anti-freeze liquid is lost and must be replaced.

My improved radiator overcomes these objections by operating in the following manner: Hot liquid from the engine enters the inlet header 18 through the conduit 20 and flows across the radiator through the passages 12 into the header 24, from which it is Withdrawn by the pump through the conduit '28 and returned tothe engine. Since there is considerable pressure in the header 18, some of thehot liquid will be forced up through the tube 32 into the header 23, and

as there is less pressure in the header 24,

this liquid will flow across through the passages 14 into the header 24. It will thus be seen that the direction of flow in both the sets of passages 12 and 14 is normally the same and that the entire radiator core is normally used for cooling the lot liquid. The purpose of the tube 32 is to prevent steam or vapors from passing from the header 18 into the header 23 and the expansion chamber without passing through the passages 12 and 14 so that they may be condensed. Since the lower end of the tube is submerged in liquid, it will be obvious that the steam or vapors will not escape through it. The function of the tube 32 is to permit liquid to flow from the inlet header 18 into the header 23 so that there will normally be a circulation of the cooling liquid through the passages 14.

Whatever vapors or steam are formed in the engine must flow through both the passages 12 and 14 before they can escape, and s1nce they are forced to pass through liquid which is being-rapidly cooled, they are almost sure to be condensed under ordinary conditions. It will be apparent that the steam or vapors are condensed in passages which are also used for cooling the liquid. One advantage of Evade-re this is that vapors may condensed'withoutvapors are always kept in the cooling liquid,

instead of becoming concentrated in the condenser as they usually will when a separate condenser is provided. Thus the percentage 1 of anti-freeze liquid in the cooling system is always substantially the same.

The purpose of the expansion chamber is to permit the liquid to expand considerably when it becomes heated, and 'still not lose any of it out through the overflow pipe. Also considerable steam may be formed in the engine and- 'conseq'uentl displace a corresponding amount of liqui whichmay' rise into this expansion chamber, instead of being forced out onto the road, as is usually the case. The water sealiin the U-shaped tube 37 will tend to imprison any vapors that may pass through the passages 12 and 14 with out being condensed, and will-thus provide a further opportunity for them toicondense.

When the pressure reaches a certain point,

it may force its way through thewater seal and escape through the overflow ipe 42. v While it has been stated that t e directionof flow of the coolin liquid is normally the same in both sets 0 passages 12 and 14, it

has been found that under abnormal conditlons, this maynot be the case. When the cooling liquid is being heated very rapidly in the engine it may expand sofast that it will not be a le to flow up through the tube '32 into the expansion chamber quickly enough. In this event it will be forced from the outlet header 24 through the passages 14 and thence up into the ex ansion chamber. The direction of flow in t e passages 14 at such time will be just the opposite to. that in the passages 12. At certain periods there may be ver little difference in pressure between the eaders 23 and 24, and at such times the rate of flow of cooling liquid through the passages 14 may be very slow.

It will be understood that the partition 22 may be placed nearer the top or bottomof the radiator to vary therel'ative proportions of the two cooling sections, and the length of the tube 32 may be changed tofacilitate the flow of liquid up into the header 23, while at the same time preventing the escape of steam or vapor through it.

When it is desired to operate the cooling slyl'stem as an evaporativecooling system, all

at is necessary is'to extendthe pipe 38 down 7 to a point approximately half the heightof the set of passages 12, or to install a test valve or sight gage at this point so that the level of the cooling liquid will be considerably lowered. This of course allows the engine to be come hotter than is the case with liquidcooling and steam or vapor is formed which may circulate through both the passages 12 and 14,

there to be condensed and returned to the botp at the top of the assages I parent that-the e ect of this willbe to cause;

tom'of the radiator to be circulated again. It

' is just as desirable to have the radiator con structed as described, for evaporative cooling, as it is for liquidc'ooling.

In the form shown in Figure 2, an additional-set of passages is provided above the passages 14. The header 23 is extended up to the top of the passages'50 while the partition 26 is placed between the passages 14 and 50.

A tube 52 is supported from the partition 26 and extends down into header 24,terminating' just above the bottom of the latter, and establishin communication between the header .24 and a eader 54 at the outlet or left hand side" of the passages 50. The pipe 38 terminates 50: It will beapthe steam or vapors to pass through another set of passages, thus: rendering them more likely to become condensed. In'this construction, as in that shown in Figure 1 the direction of How of. the liquid is normally the-same in all sets of passages,- since the li uid is forced up through the tube 32 into the eader r 23, and is drawn out of the header 54 through the tube '52into the header 24; Anotheradvantage of this construction over that shown in Figure 1, is that vapors given olf by the hot liquid which is forced through thetube 32 into the header, 23, must pass throu h thepassages 50 before'they' can get into t e expansion chamber 30. This of. course results in a further conservation of anti-freeze liquid,

and provides a radiator which is vented to the atmosphere entirely on the cold side, instead,

pi f being partly vented on the hot side as in iiio t will be readily' 'seen that Ihave thus provided a radiator whichwill prevent the loss ofa'nti-fre'eze solution by evaporation, expansion or displacement by steam and which is still very simple and inexpensive to construct, and WhlOl'l is not at all different from a conventional radiator in exterior-appearance.

It is thought from the forego-mgtaken in that the construction and operation of the de- 11o connection with the accompanying drawing, I

vice will be apparent to those skilled in the art, and that various changes in size, shape,..,

and proportion and details, of construction may bemade without departing from the spirit andscope of the appended claims.

I claim:

. 1. A transverse flow radiator having a main I and an auxiliary set of passages, separate inlet headers for each set, and liquid conducting means between said headers which will prevent steam or vapors from passing from one inlet header to the other without'passing through both sets of passages. 2; A cooling system for, engines comprising a radiator having a plurality of sets ofpassages, means associated therewith to direct vapors through said sets of passages in.

succession, an expanslon' chamber, in commuiao " and means to preclude the cooling fluid level rising substantially above the bottom of said expansion chamber during the filling operation.

3. A transverse flow radiator having a main set of passages, an auxiliary set of passages located above said main set, an inlet header communicating with said main set, an inlet header for said auxiliary set, and means establishing communication between the bottom of the inlet header of the main set and the inlet header of the auxiliary set of passages.

4. A transverse flow radiator having a main set of passages, a plurality of auxiliary sets of passages located above said main set, an inlet header communicating with said main set, an inlet header for said auxiliary sets, and means establishing communication between the bot tom of the inlet header of said main set and the inlet header of said auxiliary sets of passages.

5. A transverse flow radiator having a main set of passages, a first auxiliary set of passages located above said main set, a second auxiliary set of passages-located above said first auxiliary set, an inlet header communieating with said main set, an inlet header common to both the firstand second auxiliary sets, means establishing communication between the bottom of the inlet of the main set and the inlet header of the auxiliary sets, an outlet header common to the main set and the first auxiliary set, an outlet header for the second auxiliary set, and means establishing communication between the outlet header for the second auxiliary set and the bottom of the outlet header for the main and first auxiliary set of passages. 1

6. A transverse flow radiator having a plurality of sets of passages arranged one above another, an inlet hader communicating with the bottom set, an inlet header for the other sets, means establishing communication between the lower portion of the inlet header of the bottom set and the inlet header for the other sets, an expansion chamber, and filling means adapted to prevent filling the radiator with cooling fluid substantially above the bottom of said expansion chamber.

7. A transverse flow radiator having a plurality of sets of passages, a plurality of inlet headers for said sets of passages, and means establishing communication between saidinlet headers so that the direction of flow of the cooling liquid will normally be the same in all sets-of passages, said means preventing passage of vapor from one inlet header to another.

8. A transverse flow radiator having a plurality of sets of passages, a plurality of inlet and outlet headers for said sets of passages, means establishing communication between the inlet headers, and means establishing one inlet header to another and from one outlet header to another, both of said means serving to prevent the passage of steam or vapor from any one header to another without passing through some of said passages.

10. A transverse flow radiator having a main and an auxiliary set of passages, separate inlet headers for each of said sets of passages, and li uid sealedmeans'through which liquid may ow from one header to the other but which will prevent the passage of vapor from one header to the other.

11. A radiator for an internal combustion engine cooling system or the like, the same comprising a central core, an inlet tank and an outlet tank in open communication with opposite sides of said core, and a tank disposed along a third side of said core in open communication with and adapted to equalize the pressures in the inlet and outlet tanks.

12. A radiator for an internal combustion engine cooling system or the like, the same comprising a central core, an inlet tank and an outlet tank in open communication with opposite vertical sides of said core, and a tank dis osed along the top side of said core provide with means for venting the radiator simultaneously on the hot and cold sides of said core.

13. A radiator for an internal combustion engine cooling system, the same comprising a central core having fluid conducting passages therethrough, an inlet tank and an outlet tank in open communication with said passages on opposite vertical sides of said core, a tank disposed along the top side of said core and in free open communication with said outlet, tank to relieve the system of pressure under normal engine operations, an overflow pipe joined to said top tank, and restricted means associated with the top and inlet tanks to relieve said system of pressure under abnormal engine operations whereby the. cooling liquid will not be displaced through said overflow pipe.

14. A radiator for an internal combustion engine cooling system or the like, the same comprising a central core, an inlet tank and an outlet tank in open communication with opposite sides of said core, and a tank disposed along a third side of said core in free open communication with said outlet tank and in restricted communication with said' inlet tank.

15. In a-radiator pro' vided with a core the combination of three tanks dis 5 around three sides of said core, two 0 cooling osed said tanks in open communication with each other through said core,

the third tank vented to the atmosphere and in open communication with the other two tanks.

In testimony whereof I aflix my si HARRY C. MOU

nature. arEY.

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