US1826040A

US1826040A - Cooling system

Info

Publication number: US1826040A
Application number: US87572A
Authority: US
Inventors: William A Beimling; Floyd B Peterson
Original assignee: Nat Brake & Electric Co
Current assignee: Nat Brake & Electric Co; National Brake & Electric Co
Priority date: 1926-02-11
Filing date: 1926-02-11
Publication date: 1931-10-06
Anticipated expiration: 1948-10-06

Description

Oct. 6, 1931. v v. A; BEIMLING ET Al. 1,826,040

COOLING SYSTEM Filed Feb. 11, 1926 Patented Oct.V 6, 1931 ,zsm-tres PATENT yO'II'FICE .WILLIAM A.. BEIMLING-AND IEIlO'YD` B. PETERSON, OF MILWAUKEE, WISCONSIN, vAS- j'SIGNOBS 'PO-NATIONAL BRAKE-*8a ELECTRIC COMPANY, 0F MILWAUKEE, WISCONSIN,

A CORPORATION. .GF I'ZISCONSIN COOLING SYSTEM 1Application'filed .February 11,'1926. Serial No.' 87,572.

This invention relates to cooling.y systems, and While capable of usefftvi-th other combinalvtions :has particular utility .in connection with ffilu-idcompressor and internal lcombustion en- Ugine or driving-motor combinations, andthe like.

'At present, duel-to the-different temperature' requirements and operatingy characteristics of the `flu/id ycompressor:and the .internal combustion feiigfineythe matter of maintainingl fboth the engine and-.the compressor at their 1 most `etlicieI-it operative temperatures has been a -difli'cult ione.

lAs avelliunderstoodzin the art, an internal :combustion engine has-a temperature range fatvvhichvit performs bestaand-,With greatest 4-feiteiency Land-iexibi'lity. i/V hen the .cylin- 'der temperature .drops '.belovvy or exceeds this YWorking.range, the eficiency, flexibility, .and allflaronndpertormance decreases.. It is desirble to cool. the engine -soA that it Will .not -overheatfatndfat: the same time, the engine must not be excessively cooled bintmiust be `iper-mitted toioperate attire-'Werking temperature or range of: ',ivorking ten-iperatures at fvvhich- .tliei 'best aeiticiency, flexibility. and Vall --aroiiiicl'pertorm-ance .is secured.

:'Wlithia' Yfluid compressor,- pnmp,xor the like, =however,l tis desirable that the .heat be more f30. completely lcarrie'df'raway. `WVhile, of course,

Hit-fis aindesirablethat the `cylinder temperatures icfa compressorV ortherlike be vso loW that theyfwill. interfere with proper. `lubricaftion, .in-a combinationv of: this sortv the. best LWorking temperatures of the engine are :high- Yer thanthose ofthe compressor. `It is 'de- --sirabflethatthe .compressor operates or runs cool-While: theen-ginel operates or runs suflciently Warm-to .secure the best results. In an interi-ral combustion engine it is desirable tolincrease. the cooling eect-When the temylperature conditions are highland to decrease Vthe cofofliingeiect'lvvhen theen'gine .istoo cool, `but the l absence 'of the .Warm or heated Working range When theico'mpressor isrun- .cningfcooh vitis vde'sirz'rble .that it continue to 'ruinvcoolwthout decreasing the-cooling eect wot the cooling system thereon. f

Lt is theobj ect of v.cnr invention to provide `an.fimprovedlanethodpotand means ltor cooling .a compressor .and engine combination of this sort that will better 'serve the purpose for Which intendedand provide a nigh Working eli'iciency ofV bothv the compressor and engine at all times.

Another object :is to provide for. doing this With a common cooling. system for both the engine and the compressor.

Another object is to` deliver the Working fluid through the compressor continuously in the operation of the compressor, extending said delivery tothe 'engine .and .thermally controllingthe extended :delivery to the engin-e to increase the cooling effect of the engine Whe-n the 'temperature conditions are 's high, and to decrease the cooling effect of the engine when the engine is too cool Without correspondingly changing the cooling effeet on the compressor.

To acquaint those skilled in the art with the E mannen .of constructing ;and .practicing the invention, `We shall now .describe a par- Fig. f2 is an enlarged .detail-section of the i thermally control-led 'means for thermally ycontrolling the cooling effect upon the engine.

Inthe particularembodiment of the -invention shown in the drawings, 5 designates the internal combustion engine. having cool- :ring jacket means 6k aroundthe-cylinders thereof as weillf'understood kinthe art.

While the enginefs illustrated .in the drawings as havingtonr cylinders, .it is to -be expressly understood thatiany'desired numberot cylfinders rmay be employed. .The particular ltype vand lstructure -oftheengine 5 is immaterial and-mayvaryfas may the cooling or Water Jacket means 6, .which Lare shown as surroim'diiig .the cylinders Aof the engine in the usualor standard manner.

:The fluid compressor designated at l0 is shown as mounted Withthe engine 5 upon a common base-1:2. The compressor is illustrated Vas having tW-o cylinders .13 and 14, but

- lation of cooling medium through the acket l thereof and to do thiswithout affecting the i cooling effect upon the compressor 1OWe ini terpose a thermally controlled valve 50 in` it is to be understood that the compressor may also have any desired number of cylinders, and its particular type and form is immaterial and may be varied as desired. The cooling jacket means of the compressor is shown at as surrounding the

rcylinders

13 and 14. Y

The water or other coolingmedium is circulated through the jacket means 6 of the engine, and through the jacket means 15 of the compressor. The jacket means 15 opens adjacent its upper end at 2O into the outlet manifold 21 which communicates through a conduit or suitable connection 22 witlrthe top of the radiator 25, which may be of any suitable or preferred form or construction. The acket means 6 opens adjacent its upper end at 26, 27, 28 and 29 into the outlet manifold 30, which is connected througlra conduit or connection 32 with the conduitor connection 22and through said' connection 22 with the radiator 25. Y

F rom the radiator the cooling medium is returned to the jacket of the compressor 10 through a conduit or connection 35 and a manifold 36, and to the engine through the conduit or connection 35 and a manifold 38. A pump is'more or less diagrammatically illustratedat 40 for maintaining the circulation through the system, but it is to be understood that any other means of' maintaining the coolingl medium circulation through the compressor and engine jackets may be einployed. The radiator 25 may have the usual lillcr cap 42.

To thermally control the cooling effect on the engine 5, wethermally control the 'circuthe conduit or connection 32zand between the outlet from the engine and the outlet from the compressor. yAny suitable or preferred thermostat or vthermo-sensitive means may be employed. That shown is of the vapor bellows type comprising a collapsible corrugated resilient vessel or bellows 52, fixedlv secured at its lower endV as by a nut 53 to the bottom wall of the thermostat or valve housing 54 and havingv its opposite or movableend wall connected by astem 56 to a valve 58 which controls a port 60, and thereby communication between the inlet side 62 and the outlet side 63. The outlet from the enginek jacket communicates with the inlet side62,

and the outlet side63 communicates with the said port closed, a restricted by-pass circulation will be permitted through the engine jacket 6. The housing 54 may have a drain cock 70.

The driving motor 6 and compressor 1() may be operatively connected in any suitable manner so that the compressor will be driven by the motor.

F rom the foregoing it will now be apparent that there are a pair of cooling medium circuits, one for the engine or driving motor 5, and the other for the compressor 10. The radiator 25 forms common means for cooling the cooling medium of the cooling circuits of both the compressor and the engine, which circuits are connected in parallel through the radiator.

, 'flu operation when the thermall controlled valve 58 is closed as shown in full lines in Fig. 2, the pump 40 maintains the circulation of the water or other cooling medium employed through the cooling circuit of the compressor 10 only, except for the relatively small or restricted by-pass circulation permitted through the engine circuit b way of the by-pass port 66 at such time. hen the valve 58 is closed the temperature of the engine is at or below the desired operative temperature or temperature range, the closed position of the valve shutting olf the cooling circulation through the engine circuit at this time, and decreasing or preventing any increase in the cooling effect, the restricted bypass through the engine circuit preferabl providing merely a relief flow for the medlun'i circuiated into the engine jacket and not materially increasing the cooling effect upon the engine.

When, in the operation ofthe engine as, for example, after it has been run for a While under temperature conditions permitting it, and the temperature rise exceeds the maximumoperative temperature or range that is the. temperature above which the efiiciency of the engine decreases, the thermally sensitive element 52 expands and opens the valve 60, as shown in dotted lines in Fig. 2. Thereupon, a circulation ofthe cooling medium isv established through both the engine and compressor circuits at the same time to increase the cooling effect upon the engine and to maintain the cooling effect upon the compressor. This continues until the temperature of the engine again drops to the minimum operative ten'iperature, whereupon the ele-V ment 52 contracts and closes the valve 58 to decrease the cooling effect upon the engine or prevent further material increase therein, thev cooling of the compressor again continuing, as before.

' Thus a common cooling system is provided for the compressor and engine and the system maintains a constant or Vcontinued circulation and cooling effect upon the compressor and, at the same time, a thermallyA` controlled circulation for the engine which starts automatically with an undesirable temperature rise to establish a cooling medium circulating through the engine jacket and thereby set up a cooling effect upon the engine and stops automatically with an undesirable temperature drop to decrease or terminate the cooling effect upon the engine, all independently of the constant or continued compressor circulation which continues independently thereof and uninterrupted thereby.

In this manner the compressor can be kept cool and the motor or engine warm, or at least at the desired operative temperature or within the desired operative temperature range at all times.

The controlling of the delivery of cooling medium to the engine independently of the delivery to the compressor provides for raising the idling temperature of the engine and maintaining the same within the temperature range of greatest efficiency without correspondingly raising the temperature of the compressor. The compressor is maintained at its most efcient temperature and the raising of the idling temperature of the engine prevents stalling of the engine as the load is applied following an idling period.

We do not intend to be limited to the precise details or particular combination shown or described.

We claim 1. In an internal combustion engine and compressor combination wherein the mechanisms have different operating temperature requirements, the method of cooling the mechanisms which comprises delivering a common cooling medium to the mechanisms, varying the delivery to the mechanism having the higher temperature requirement, and maintaining the delivery to the mechanism having the lower temperature requirement substantially constant.

2. The method of cooling a compressor and internal combustion engine combination A which comprises delivering a common cooling medium to the compressor and engine, interrupting the delivery to the engine,and maintaining continuous delivery to the compressor irrespective of interruptions of delivery to the engine.

3. In combination, a compressor, an internal combustion engine, a cooling circuit for the compressor, a cooling circuit for the internal combustion engine, a radiator common to both circuits, and Vthermally operated means for controlling the flow in the cooling circuit for the internal combustion engine without reducing the flow in the compressor circuit below a desired limit.

Il. In combination, a compressor, an internal combustion engine, a cooling circuit for the compressor, a cooling circuit for the internal combustion engine, a radiator common to both circuits, said circuits being connected in parallel to the radiator, and thermally operated means for interrupting the flow in the cooling circuit Jfor the internal combustion 4engine without interrupting the l'low in the compressor circuit.

5. In combination, a compressor, an internal combustion engine, a cooling circuit for the compressor, a cooling circuit for the internal combustion engine, a radiator, common conduits connecting said circuits in parallel with the radiator, and thermally operated means in one of the common conduits between the compressor and the internal combustion engine for independently interrupting the flow in the circuit for the internal combustion engine.

6. In combination, a compressor, an internal combustion engine, a cooling circuit for the compressor, a cooling circuit for the internal combustion engine, a radiator, common conduits connecting said circuits in parallel with the radiator, a valve disposed in one of the common conduits between the compressor and the internal combustion engine for controlling the flow in the internal combustion engine circuit independently of the compressor circuit, and thermo-responsive means controlling the operation of said valve in response to variations in temperature in the internal combustion engine circuit, the compressor circuit being continuous irrespective of interruptions in the internal combustion engine circuit.

In witness whereof, we hereunto subscribe our names this 3rd day of Feb., 1926.

IVILLIAM A. BEIMLING. FLOYD B. PETERSON.