US2151082A - Circulating cooling system for internal combustion engines - Google Patents

Description

T. B. CHACE CIRCULATING COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINE March 21, 1939.

Filed Nov. 9, 1934 2 Sheets-Sheet l lkverezfar 52. 67eace March 21, 1939.

CIRCULATING COOLING T. B. CHACE 2,151,082

SYSTEM FOR INTERNAL COMBUSTION ENGINES fizyezrzar [207724.125 Cace I Patented Mar. 21, 1939 CIRCULATING COOLING SYSTEM FOR I INTERNAL COMBUSTION ENGINES Thomas B. Chace, Chicago, 111., assignor to The Dole Valve Company, Chicago, 111., a corporation of Illinois Application November 9, 1934, Serial No. 752,256 4 Claims. (01. 123- 178) This invention relates to circulating cooling systems for internal combustion engines and has for its object to provide a new and improved system of this description. The invention has as a 5 further object to provide a circulating .cooling system for internal combustion engines, whereby there is an improved construction of bypass for directing the liquid around the radiator. The invention has as a further object to provide a cooling system for internal combustion engines wherein there is a valveless bypass for directing the liquid around the radiator so that'itwill not go through such radiator, said bypass being rendered inefiective of a Venturi action of the liquid at its upper end. The invention has further objects which are more particularly pointed out in the accompanying description,

Referring now to the drawings, Fig, 1 is a view showing a circulating system embodying one form of invention;

Fig. 2 is an enlarged view of the thermostatic valve construction;

Fig. 3 is a view showing a modified construction of the lower end of the bypass; 25 Fig. 4 is a view showing a modified construction. Like numerals refer to like parts throughout the several figures.

In the construction I have shown the device as applicable to an automobile, but it is of course evident it may be applied to any internal combustion engine. In this construction there is a radiator A and an internal combustion engine having a water jacket B having a connection leading from the water jacket to the radiator, a part of which connection is formed by a hose section C. In the particular construction shown this connection includes a bracket member D for easy attachment'to the radiator.

Some suitable valve device is arranged to close off the connection between the, water.jacket B and the radiator A. I have illustrated one form of such device, which consists of a valve construction actuated by athermostat. In this construction there is a casing I with an admission opening at one end, and having the laterally extending parts 2 and 3 which close oif the passageway controlled by the valve, when the valveis closed.

Projecting from the casing I are the supporting members 4 and 5 for supporting the thermostat, which may be of any suitable construction. As herein shown, it consists of a coil 6 of bimetal, that is of two metals, fastened together, one of which expands'more than the other when heated. One end of this coil 6 is connected to a fixed part, herein shown as a pin 1, connected connected to the connecting piece I2 so as to move it and the valve members I0 and II 'when the temperature rises above a predetermined point. It will further be noted that the valve members I0 and II lap the edges of the ports. By this means a tight joint is formed and thereby leakage I is prevented which might tend to cause the valve to open before the thermostat acts. Such action is prevented by this lapping construction, thereby insuring tight closing of the valve members,

. regardless of the pressure of the system, until the thermostat acts to open the valve member.

As shown in Fig. l, the thermostat device is located in the connection D between the engine jacket B and'the radiator A so as to close off this connection when the valve members are in their closed positions, that is when the engine first starts up and before the cooling liquid has become heated. The thermostat 6 is in position to come in contact with the cooling liquid in the engine jacket, and when the engine starts up the cooling liquid is held in the engine jacket until the engine heats up the proper amount, and then the valve members are opened by the thermostat and thenthe cooling liquid is circulated through the radiator and back through the engine jacket so as to properly cool the engine.

It will be noted that one of the valve members I0 is on the outside of the valve casing I, and the other valve member II is inside the valve casing.

When the valve members are closed, the pressure of the liquid inside the casing is substantially equal on the two valve members and is therefore substantially balanced so that the thermostat has no pressure to overcome when it starts to open the valve members. When the valve members I0 and I I are partially open or fully open, this balanced condition is changed, for while substantially all the liquid flowing out of the casing through the port 8 strikes the outside valve member I0, this is not the case with theinside valve member I I, as some of the liquid flowsout between it and the wall of the casing containing the port 9. Less pressureis therefore exerted on the inside valve member II than upon the outside valve -dition at all times.

balanced.

Some suitable means is provided for evening up the pressures exerted on the two valve members I0 and II when they are partially or wholly open so as to maintain the balanced pressure con- This result is secured in the construction herein illustrated by providing an auxiliary'preesure surface for the inside valve member II, of the proper amount to cause the pressure on the valve member II and the aux'iliary pressure surface, to be substantially equal to the pressure on the valve member I0.

As herein shown there is provided an auxiliary pressure surfacelli on the outside. of the casing, against .which the liquid, flowing between the valve member II and the port 9, strikes. This auxiliary pressure surface is so proportioned that the liquid pressure on it, plus the liquid pressure on the inner face of the valve member II, is substantially equal to the liquid pressure on the inner face of the valve member I0. This construction, therefore, maintains a substantially balanced pressure condition for the two valve members I0 and II throughout all their different positions, so that the thermostat is not required to overcome liquid pressure in moving the valve members. It will further be seen that the pressure of the liquid, due to the pump when the engine is started up,'has no tendencyto open the valve members, and the thermostat does not, therefore, have to exert any force to hold the valve members closed when the engine is started up.

It will therefore be seen that this, load is removed from the thermostat and that all the power the thermostat is required to utilize is simply that required to move the two valve members and. associated parts. This construction, therefore, insures the proper control of the valve members. It also renders the thermostat entirely independent of the presence of the liquid when the valve members are closed and makes its action solely depend on variation in temperature. With a given thermostat, therefore, the valve members will be opened at the same temperature of the liquid, regardless of whether the pressure of.

the liquid is high or low.

The thermostat is in a position where it is contacted by the liquid before it enters the radiator, and this liquid, when the valve members are opened, passes from the connection C through the valve casing, out through the ports into the radiator. There is a bypass I8 which leads from the connection C to the connection I9, which connects the bottom of the radiator with the water jacket B. This bypass isa valveless bypass. ,It has an open end 20 which faces in the direction the water is flowing through the connection C, as clearly shown in Fig. 1, so that as the water flows through the connection (3 to the radiator, it flows past this open'end and has a Venturi action which tends to draw the water out of the bypass and prevents the water from passing down through the bypass. The lower end of the bypass may enter the connection I9 and may be provided with a bent end 2 I, as shown in Fig. 1, which faces toward the radiator, or it may simplyenter the connection I 9 in a straight manner, as shown in Fig. 3.

The space in the connection 0 surrounding'the end 20 of the bypass is of sufficient size so that the water flowing past the end of the bypass will prevent the water from entering the bypass and moving down through it. This can be easily accomplished in most constructions. If it is necessary to have additional means for preventing the water from passing down through the bypass I8, the construction'shown in Fig. 1, with the lower end 2| bent toward; the radiator, may be used, so that the water flowing from the radiator to the engine waterjacket will tend to flow into the lower end of the bypass and 'act to prevent water from flowing out of it. In this con- 'struction, when the engine first starts up, the

connection between the water jacket and radiator is closed by the valve members, and the circulation of the cooling liquid is from the upper part of the water jacket through the bypass, through the lower part of the water jacket. This circulation may be produced, for example, by the pump 22, or it may be produced by syphonic action if desired.

When the engine liquid heats up to a predetermined amount, the thermostat opens and the valve members I0 and II are opened and the water then circulates from the engine jacket to the connection C and through the ports of the valve casing into the radiator, and down through the radiator, and then through the connection [9 to the bottom of the water jacket and back up through the water jacket and then through the radiator, the circulation being continuous. The

tion wherein there is located at the upper end' of the water jacket B the section 23 which communicates at its bottom with the engine water jacket and which is provided with a Venturi construction comprising the part 24 which con.- verges from the bottom toward the top and which has the discharge opening 25 which discharges into the chamber 26, which forms the mouth or upper end of the bypass and which is connected to the conduit 21. The chamber 26 connected with the member 28 of the connecting section 29 leading to the radiator A. The connection between the chamber 26 and the section 28, when the engine is first started up, is closed by the thermostatic control valve in the casing I, which valve may be of any suitable construction but is illustrated'as of the con struction shown in Fig. 1.

The chamber 26 is apart of or connected with a bypass around the radiator A, that is a bypass from the upper part of .the engine water jacket B to a lower part thereof. This bypass,

as-shown in Fig. 4, consists of the conduit 21 which is connected to the conduit 30 which in turn is connected to the jacket B of the engine, as shown at 3L. This connection, in the particular instance, is made through the pump 32, although a dilferent arrangement may be used. A connection 33 leads to the bottom of the radiator A.

When the engine first starts up the valve in the valve casing I is closed, closing the connection 29 to the radiator. The liquid passes through the part 24 into the chamber 26, then circuated through the bypass 21, 30 and 3| and'does not pass through the radiator. When the engine becomes heated, the thermostat Ii opens the valve in the casing I and opens the connection to the top of the radiator A. The liquid then circulates through the connection 29 to the'radiator A and then through the nection 33 back to the engine jacket. When conthe valve controlling the connection 29 is open the liquid passes through the part 24 which acts as a venturi, and by this Venturi action prevents the liquid from passing through the bypass, that'is through the connections 21 and 30. It.wili thus be seen that there is here a valveless bypass which is rendered inoperative by the Venturiaction of the liquid passing the end thereof.

I claim: x I

1. A circulating 'system tor internal combustion engines, comprising an engine having a water jacket, a radiator, a connection between the upper portion of the water jacket and the radiator, a valve device for controlling the connection between the upper part of the water jacket and the radiator, and a valveless bypass extending from the upper part of the water jacket to the lower' part thereof, said bypass having v an upper open end which faces in the direction the water is traveling from the water jacket to h the radiator, said water surrounding said bent end and traveling longitudinally therealong,

which bypass'acts as a bypass when the connection to the radiator is closed, and which ator, a connection between the water jacket and the radiator, a bypassfor' the water jacket around the radiator, said bypass having a free passageway therethrough, said bypass having its upper end bent so asto project toward the radiator so that the water flowing from the water jacket to the radiator flows past said bent end, said bypass having its lower end bent so as to project toward the radiator.

the upper part of the water Jacket and the radiator, a valve device for controlling the said connection, a valveless bypass extending from the upper part of the water jacket to the lower part thereof, the upper end of the bypass being positioned in the path of the liquid flowing to the radiator so 'as to be surrounded by the liquid and

Images