US2074168A - Engine temperature control device - Google Patents

Description

March 16, 1937. c. DANUSER ET AL 2,074,168

ENGINE TEMPERATURE CONTROL DEVICE I Filed Nov. 20, 1953 2 Sheets-Shet 1 s cH DQnUseY' March 16, 1937. C, DANUSER HAL 2,074,168

ENGINE TEMPERATURE CONTROL DEVICE FiledJJpv. 20, 1933 2 Sheets-Sheet 2 MVWM m Ar+m Patented Mar. 16," 1937 UNITED STATES 2,074,168 ENGINE TEMPERATURE CONTROL nEvroE Caflisch Danuser, Zurich, and Felix G. Danuscr,

Trogen, Switzerland Application November 20,- 1933, Serial No. 698,920

In Switzerland March 1, 1938 1 Claim.

The invention relates to improvements in means for maintaining the liquid in water cooled internal combustion engines at a sufliciently high temperature during extremely cold weather, to

5 prevent the same from dropping below a certain temperature and possibly freezing.

The primary object of this invention is the provision of an improved heating system which may be used in connection with the cooling system of an internal combustion engine or the like, including means for automaticlly operating the heating system for raising the temperature of the water in the cooling system when the atmospheric temperature is low enough to chill the water in the cooling system below a predetermined temperature.

A further object is the provision of a hydrocarbon burner of suitable construction, special means being provided to prevent accidental fire due to the flame of the burner.

A. further object of this invention is the provision of a heating arrangement for water cooling systems of engines, embodying means for automatically regulating the fuel feed for the heating system, and means for igniting the same.

A further object of this invention is the provision of a thermostatic control arrangement for the automatic regulation of the fuel and the igniting thereof.

A still further object is the provision of mean to automatically switch off the battery after initial ignition has taken place and moreover to switch ofi the battery as soon as the supply of liquid fuel to the burner ceases.

The invention moreover relates to means for ensuring a steady flow of liquid fuel to the burner.

A further object of the invention is to obviate any possibility. of the freezing of the water in engine cooling systems, while doing away with all the ineffective expedients for maintaining water in cooling systems warm, during jcold' weather, such as covers and alcohol, and other preventatives mixed with the cooling fluid. The

automatic control arrangement prevents chilling of the cooling liquid, and consequently saves fuel and electric'current in that starting of the vehicle is rendered very easy.

Other objects and advantages of this invention .50 will be apparent from the following detailed description.

In the accompanying drawings, forming a part of this specification, and wherein similar reference characters designate corresponding parts throughout the several views,

'pump operated water cooling type.

Fig.1 is a fragmentary view partly in section of part of a motor car showing the motor and the relation of the details of the heating system thereto.

Fig. 2 is a sectional elevation of the boiler and the burner.

Fig. 3 is a substantially transverse sectional view taken on lines III-III of Figure 2. Fig. 4 is a substantially transverse sectional view taken on lines IV--IV of Figure 2.

Fig. 5 is a diagrammatic showing of the electrioal connections.

In Fig. 1, A denotes an internal combustion engine having a cooling system of any conventional construction connected therewith, which may be of the thermo-syphonic type or of the Arranged at a suitable place in the cooling water system is a mercury thermostat having fused in contacts and constituting one of the means for regulating the temperature of the cooling water. C through which the cooling wateror a part thereof circulates is provided in the system, said boiler when heated by liquid fuel burner i (Fig. 5) being adapted to raise the temperature of the water when the water has dropped beyond a predetermined temperature. From a container D liquid fuel is fed to the burner l by a pump E.

The heating unit comprises the burner I adapted to consume liquid fuel such as petrol, benzine, etc. The liquid fuel is fed by a pump E from a storage tank D which may be placed in any suitable position in the motor car. The burner I! per se may be of any well known construction. The fuel enters by a pipe 5, Fig. 2, into a ring l and through it to the evaporation chamber 40, in which the evaporation takes place. The vapor passes through a nozzle 2 into the central tube ti and escapes into the combustion chamber M. A needle 3 is provided within the nozzle 2 which is slidably arranged in a tubular extension M. A coiled spring 3a tends to hold the needle in its lowermost position. The shaft of the needle ends in a bolt t by which the needle may be introduced into the nozzle. By means of the needle 3 the nozzle 2 may be cleaned and kept open.

The tubular boiler C houses vertical ilues ll which extend from the combustion space, pass through the water space of the boiler and through which the hot gases from space t2 escape. At the upper ends of the fiues I1 .is a chamber I3 which is provided with outlet openings ii. A shield it placed above said openings spreads the escaping streams of hot gases.

A boiler which preheats the fuel.

The boiler C is provided at its lower end with a housing 3 enclosing. the burner and within which is suitably mounted an electric resistance wire 30 (Fig. 5), said resistance wire being used to start the evaporation of the liquid fuel. An-

other heating wire 3| is provided in series with resistance 30 and adapted to ignite the vapours escaping from the evaporation chamber. a

The boiler C together with the burner is completely covered with a wire fabric F of very fine mesh to prevent the flame of the burner I from igniting gases outside the boiler C. The water space of the boiler is provided with an inlet I5 and an outlet Hi, to which pipes of the cooling system of the engine are connected. The water passes over the hot walls of the fiues l1 and thence through the water jacket of the motor cylinders.

The fuel pump E is of known construction and comprises preferably a membrane (not shown) operated by a solenoid (not shown) by which the liquid is drawn from the tank D and forced to the burner I. In the pipe 5 a controlling device 20 is located. This device comprises a filter 22. The said filter comprises one or more superposed layers of felt discs 22 and metal fabric. The filter steadies the fiow of the liquid fuel to the burner in such a manner, that the strokes of the membrane have no appreciable influence on the flame of the burner, the flame burning withsubstantially uniform intensity. Between the burner and the pump E the pipe 5 is coiledat 2|. The heat produced by the burner is not transferred to the pump E, because heat that is transmitted from the burner will be dissipated in the liquid; the pipe 5 being cooled down, particularly in the coils 2|.

As shown in Fig. 5 a mercury thermostat 24 is provided with three metallic contacts 25, 26 and 21 which are fused into the tubular part of the thermometer at different distances from the bulb. The contact 25 is connected to the earth, that is, to the frame of the car to which the one pole of the battery 28 is connected. The other pole of the battery is connected by a wire 45 to the armature 46 of relay 34 arranged at R. The armature 46 co-operates with a contact 41 connected with one end of the resistance 30 The resistance wire 3| is connected to :earth at 3 and is in parallel with the circuit 48 in which a bi-metallic thermostat 32 is arranged. The circuit 48 also comprises the winding of the relay 34 by which the armature 46 is controlled.

The battery 28 is also connected by wire 50 to the windings 35 and 36 which are arranged on relay core 5|. The windings actuate the armature 52 which cooperates with the contact 53 controlling circuits 48 and 55. In the circuit 55 a bi-metallic thermostat 33 is arranged for controlling the circuit including pump E. On the core 5| is a further winding 31 one end of which is connected to earth while the other end is connected by the wire 56 to a generator of electrical energy 29. The latter is driven by the engine by any suitable means.

The operation of the device is as follows. If the temperature of the cooling water has dropped so far that the mercury has fallen below contact wire 26 and the battery is switched on, no current flows through the windings 35 and 36. While the engine is at rest, the generator 23 produces no current and no current therefore flows through the winding 31. The armature 52 of the relay is consequently not attracted and closes a circuit from grounded battery 23, wire 45, armature 52, contact 53, through relay 34, conductor 43, and thermostat 32, to ground. The bimetallic thermostat 32 not being heated closes this circuit whereupon relay 34 becomes energized and closes a circuit from grounded battery 23. through armature 46, contact 41, the heating element 30, and the coil 3| to ground. The heat produced by the element 30 acts on the thermostat 33, causing the latter to switch in the pump E, the circuit extending from ground, through E, 33, 55, '52, 45, to groundedbattery 23. The pump feeds fuel to the burner I, the fuel being vaporized by element 30 and ignited by coil 3|. The water is then heated by the gases of the burning fuel. After a time, the thermostat 32 being near the flame of the burner I, is heated, thereby opening the circuit of relay 34, which in turn opens the circuit including the resistance 33 and the coil 3|.

As the temperature of the cooling water rises the mercury makes contact with the wires 26 and 21 respectively, causing a current flow through the windings 35 and 36. Said current flow in turn energizes the core 5|, which attracts the armature 52 and then breaks contact 53 in the circuits of pump E and of relay 34. The flow of fuel to burner I will be stopped and relay 34 cannot be reenergized to close the heating circuit even if its circuit were closed by thermostat 32.

It is to be noted that the current flow in winding 36 is not alone sufficient to actuate the armature 52 but requires the cooperation of the flow through winding 35. Consequently the circuit is not broken at 53 until the cooling water attains temperature corresponding to the level of lead On the other hand, winding 36 has sufiicient force to retain the armature against the core 5|. once the armature has been attracted by the core. As a result, the pump circuit will not be opened, until the temperature of the cooling water falls below that corresponding to the level of lead 26.

As shown in broken lines a solenoid 38 may be provided to actuate the needle 3. When the thermostat 33 is cold and keeps its upper contact closed and the relay contacts 53. 52 are closed, the solenoid 38 receives current from battery 23.

It will be clear from Figures 2 and 5 that the solenoid when energized causes movement of the needle 3 against the action of spring 30. and then causes the needle to enter the opening of nozzle 2 to dislodge any solid matter which may have collected therein.

The winding 31 which receives current from.

the engine driven generator 23 counteracts the eifect of the windings 35 and 36 with the result that contact 5253 closes causing the pump circult to remain open and the pump E to stop. whereupon the cooling water passes directly to the running engine and the burner ceases to supp y heat.

Various changes in the shape, size and arrange ment of parts may be made to the form of the invention herein shown and described, without departing from the spirit of this invention or the scope of the claim.

What we wish-to claim Letters Patent is:-

In a heating device for maintaining the cooling and secure by U. S.

2 water of an engine cooling system between prethe engine cooling system, a liquid fuel burner for said boiler, an electric motor driven pump for feeding liquid fuel to said burner, an electric resistance for vaporizing said fuel, an electric resistance for igniting said fuel, a first thermo stat adjacent said burner, a second thermostat adjacent the first mentioned resistance, a relay, a circuit controlled by said relay including said resistances in series, a second relay having three windings, a thermostat in one 01' said water connections controlling the circuits of two of said windings, an engine-driven generator controlling the third winding, a circuit for controlling the energization of the first mentioned relay including the first thermostat and a contact of the second relay, ,a circuit for the pump motor including the second thermostat and the contact of said second relay, an electromagnetically operated cleaner for the burner nozzle, and a circuit for said cleaner including the second thermostat and said second relay contact.

Images