US2186988A - Heating system for motor driven conveyances - Google Patents

Description

Jan. 16, 1940. c. E. OSBORNE 2,136,988

HEATING SYSTEM FOR MOTOR DRIVEN CONVEYANCES Filed Dec. 12, 1936 3 Sheets-Sheet l I D E 0. i d g E o V 2 I J Q Q Jan. 16, 1940.

C. E. OSBORNE HEATING SYSTEM FOR MOTOR DRIVEN CONVEYANCES 3 Sheets-Sheet 2 Mm m.

I & w 3 I 1 I m. 1 r

m 3 a. "ON n n n 8 mm a u m 5 m3 w 5 NW6 w +m I F F Ta A\ P v w TN m 8 ad an I HON Ind E IIIIIIIIIIIIII fizz/22212 02 zar/65E 05502726 Jan. 16, 1940. osgoRNE 2,186,988

HEATING SYSTEM FOR MOTOR DRIVEN CONVEYANCES Filed Dec. 12, 1936 s Sheets-Sheet I Jiw l'l 8B '2, 1 I 8 Patented Jan. 16, 1940 UNITED} STATES HEATING SYSTEM roa Moron nruvn OONVEYANCES Charles E. Osborne, Chicago, Ill., assignor to Stewart-Warner Corporation, Chicago, 111., a corporation of Virginia Application December 12, 1936, Serial No. 115,477

6 Claims.

This invention relates to a heating system for motor driven conveyances having an internal combustion engine with a fuel pump and an intake manifold, and more particularly to that class of heaters which utilize the fuel of the engine as the fuel for the primary heat producing element of the heating system.

The principal object of the invention is to provide highly efflcient heater of the kind herein described which is so designed and arranged to be installed thatga circulation of heated fresh air is automatically induced into the tonneau of the conveyance, and an even predetermined temperature can automatically be maintained in the body of the conveyance at all times.

According to my invention a primary heat producing unit is mounted on the dash in the interior of the body; and has one end of an air supply conduit connected therewith, the said air conduit having its other end connected to an electric blower positioned on another part of the body. The intake to the blower is eitherfrom the interior or .exterior of the conveyance body, depending on the temperature of the air in the body of the car. Two series of ports in the blower intake are alternately opened and closed by a rotary valve which is thermostatically operated, so that when the air in the car is too hot the air will be drawn in from the exterior of the car and when the air in the car is too cold the air will be drawn in from the interior of the car, and the blower will force the air overthe primary heat producing element. As the thermostatic valve operates slowly the ports leading to 35 the inside and outside of the body will both be partly closed and partly opened so that the blower is drawing in both cold fresh air from the exterior of the body and heated air from the interior of the body. In this manner a supply of 40 heated fresh air is supplied to the body of the car.

' Among the special features incorporated in this heating system may be set forth the following.

. 1. A primary heat producing element which is located in one position in the body and the air which is forced over the primary heater taken from any other part of the body or the extension of the body and thus a forced circulation of air is maintained throughout the body which is of a uniform temperature.

2. The thermostatic control which is set to operate at a predetermined temperature at the blower intake assures a supply of fresh air to the body of the car and maintains it at a constant 55 predetermined temperature automatically.

3. The primary heating element is a one-piece iron casting comprising a pear shaped combustion chamber terminating in a series of U-shaped passageways for the combustion of the mixture supplied to the primary heating element by the horizontal mixing valve. The fins cast to the U-shaped passageways and the pear shaped combustion chamber carry the heat therefrom.

4. An adjustable valve is positioned within the primary heating element to control the rate of flow of the hot gases through the primary heating element.

5. A sight opening is provided in the combustion chan'iber so that it is possible to observe the status of combustion to properly adjust the horizontal mixing valve which is screwed into one end of the primary heating element.

6. The primary heating element is suitably mounted in a casing having a tubular support extending through a hole in the car body dash and rigidly secured thereto. Through this same opening in the car body dash the tube, supplying the fuel leading from pressure side of the engine fuel pump extends to the mixing valve which furnishes the combustible mixture to the primary heating element. The tube which connects the opposite end of the primary heating element and extends to the intake manifold of the engine also extends through the tubular support, and carries away the products of combustion. Thus a one hole mounting supports the heater and both the fuel supply and exhaust pus through the opening.

7. The ignition vibrating type of coil which energizes the spark plug is mounted within the heating element casing on an asbestos insulation panel and is thus protected from moisture. The casing has a front cover with a red jewel which is illuminated by the flame in the combustion chamso that the air will be deflected downward or straight out from the side. The wings of the deflectors on the sides encompass the primary heat producing element when the deflectors are closed and have a right angle lip ontheir ends to prevent their being drawn entirely out. The two deflectors at the bottom can be adjusted so as to permit the air to be forced downward or toward the front seat of the automobile.

9. A switch on the front cover of the heater which when thrown to the right turns both the electric connections to the spark plug and the electric blower and opens the fuel line leading to the mixing valve at the same time.

10. A pair of thermostatic bimetallic switches positioned above the primary heating element and in close proximity thereto automatically connects the operation of the electric blower and also the ignition system of the primary heating element.

11. A primary heat producing unit which is of small size, entirely automatic in its operation and one that can develop almost any degree of heat.

With the above objects in view, as well as others which will appear as the specification proceeds, this invention comprises the construction and arrangement of parts as now to be fully described, it being understood that the disclosure herein is merely illustrative, and in no way meant in a limiting sense, changes in details of construction and arrangements of parts being permissible as long as they are within the spirit of the invention and the scope of the claims which follow.

To describe my invention so that others versed in the art to which it pertains can make and use the same I have illustrated it on the accompanying three sheets of drawings, in which:

Figure 1 is a side view partly in section of a heater and electric blower constructed in accordance with my invention mounted on the dash of an automobile; Fig. 2 is a wiring diagram of the electrical circuits and thermostatic controls for both the electric blower and the ignition for the parts shown in Fig. 1; Fig. 3 is a perspective view of the heater unit; Fig. 4, is a vertical cross sectional view of the heater unit taken on line 4-4 of Fig. 5; Fig. 5, is a vertical sectional view of the heater unit taken on line 55 of Fig. 4; Fig. 6, is a perspective view partly in section showing the electric blower intake with the blower and motor broken away at the top; Fig. 7, is a detail sectional view showing the electric switch mounted in the upper part of the heater unit taken on line 'l-! of Fig. 8; Fig. 8, is a front elevation of the parts shown in Fig. '7, within the heater unit; Fig. 9, is a detail sectional view taken on line 9--9 of Fig. 8, and Fig. 10 is a detail sectional view taken on line l0lll of Fig. 8.

Referring to the drawings Figure 1 shows a general view of my improved heating system as applied to an automobile, the dash is shown at II and the upper horizontal portion of same is shown at l2. The primary heating unit I3 is rigidly secured on the inner side of the dash H, see Figs. 1, 4 and 5 and is connected by a large tube extending through the dash and upward to a point above the top l2 where it is attached to an inlet having openings above the top l2 and below the top l2.

The primary heating unit I3 is provided with a tubular extension [4 on the rear which extends through an opening provided therefor in the dash II and is rigidly secured to the dash by suitable bolts [5. A primary heating element l6 is rigidly secured in the unit [3 by the screws I! which pass through the rear wall of the unit 13 and into suitable lugs provided on the element I6. bustion chamber I8, see Figs. 4 and 5, which is of pear shape design and connecting with the small end is a tubularzigzag opening l9 having at its lower end a reduced opening provided with a valve 20 and beyond the valve is an opening which is screw threaded to receive a pipe 2|. The lower end of the zigzag opening is provided with a screw plug 22 to close the hole left for removing the core of the casting. The pear- The element I6 is a casting having a coml6 for the purpose of igniting the combustible charge. The valve 26 in the tubular zigzag opening l9 has its operating stem concealed by the cap 33 which is screwed tightly against the gasket 34. As seen in Fig. 5 the front side of the pear shaped combustion chamber I8 is provided with a sight opening 35 provided with a glass closure 36 held in place by a suitable screw threaded cap 31 and gaskets 38. Above the glass closure 36 is a switch 39 also seen in Figures 7 to 10, inclusive, which has a pivotal shaft 46 having its bearing in the Bakelite bracket 4| rigidly secured to the asbestos plate 42 supported in proper position by having its ends slide into grooves 43 provided therefor on the inner sides of the walls of the primary heating unit l3. The switch shaft has rigidly secured to its inner end the contact arm 44 arranged to contact the screw 45 rigidly secured in the bracket 4| to make electrical connection therewith. Rigidly secured to the shaft 461s an arm 46 which has its free end connected by a link 4'! to the free end of an arm 48 rigidly secured to the stem of valve 28, see Figs. 4, 8 and 9. As best seen in Figure 8 the parts are so connected and arranged that when the switch 39 is in a vertical position the valve 26 will be in an open position and the contact arm 44 will be in contact with the screw 45. A fuel pipe 49 has one end rigidly connected to the mixing chamber 23 above valve 26, see Figs. 4 and 9, and extends back of the heating element l6 where it extends out through the tubular extension l4 beside the pipe 2| extending from the lower end of the heating element I6; from whence said fuel pipe 49 connects with the pressure side of the engine fuel pump, not shown.

Mounted rigidly upon the asbestos plate 42 is a vibrating coil 50 having one wire 5| connected to the spark plug 32 another wire 52 connected to ground and a third wire 53 connected to a 'binding post 54. The binding post 56 has a bimetallic thermostatic element 55 whose free end is normally in contact with the contact screw 54 which is rigidly secured in the asbestos plate 42, a wire 51 connects the binding screw 56 with the screw 45 at the switch 39. Also rigidly connected to the asbestos plate 42 is the binding screw 58 which is rigid with one end of a bimetallic thermostatic element 59 whose free end is normally out of contact with the binding screw 60, a wire 61 connects the binding screw 58 with the contact screw 45 at the switch 39. The asbestos plate 42 is provided with a depending ledge 62 to protect the two bimetallic thermostatic elements 55 and 59 from the cool air blown in through the tubular extension l4.

The front plate '63 of the primary heating unit I3 is made removable by taking out the screws 64, see Figs. 1, 3, 4 and 5. Below the switch lever 39 the front plate 63 is provided with a red jewel 65 registering with the glass closure 36. Obviously the switch lever 39 must be removed from the switch shaft 40 before the front plate 63 can be removed from the primary heating unit l3. Suitable hinged doors 66 are provided on the lower side of the heating unit I3. On each side of the'primary heating unit I3 is a door 61 hinged at 68 provided with sides 69 which carry outwardly extending lugs 10 which take against the side walls of the unit l3 and thus prevent moving the doors 6! on their hinges 68 too far out. When adjusting the needle valve in the mixing chamber 23 the one door 61 is swung up out of the way on its hinge 68 by depressing the sides '69 enough to have the lugs 16 pass out through the opening in the primary heating unit I3.

As above described the tubular extension I4 on the rear of the primary heating unit I3 passes through the dash II and the elbow II is attached to the protruding end of the extension I4 by means of a suitable screw I2. The elbow II is provided with suitable openings through which the pipes 2| and 49 extend, and the open end of the elbow is connected to one end of a flexible conduit I3 whose other end is connected to the outlet port I4 of the blower I5 which is driven by motor 16. The inlet port to the blower 15 has two branches one branch on the exterior of the car body and one branch on the interior of the car body and each branch is provided with a valve which valves are preferably connected to operate in unison, i. e. the one valve is open when the other valve is closed and visa versa.

As seen in Figs. 1 and 6, where a preferred construction of fan intake is shown consisting of a tubular extension comprising the two tubular sections 11 and I8; the section 11 being secured to the upper and outside of the horizontal portion of the dash I2 andthe section I8 being secured to the lower inner side of same. The upper section II is provided with a plurality of holes I9 and the lower section I8 is provided with a plurality of holes 88. Centrally disposed .within the sections 11 and I8 is a shaft 8| having a bearing 82 at its upper end provided with a screw 83 whose end extends into a circular groove in shaft 8| to prevent the shaft having longitudinal movement. Another bearing 84 for the shaft 8| is provided near its lower end. The upper bearing 82 is supported in place by suitable arms 85 rigidly secured to the tubular section "II, and the lower bearing 84 is supported in place by the partition 86 rigidly securedto the tubular section I8. The lower end of the section I8 is closed by a cap 81 whichis rigidly secured to the section I8. At a point between the partition 86 and the cap 81 is positioned a bimetallic thermostatic spiral element 88 having its inner end rigidly secured to shaft 8| at 89 and its outer end rigidly secured to-the'section I8 at 98 and as the temperature in the car increases or decreases the shaft 8| will be rotated in one direction or the other. A pair of tubular valves are rigidly sesured to the shaft 8|, the upper one 91 is positioned to co-operate with the holes I9 and the lower one 92 is positioned to co-operate with the holes 88, the number of holes in the valves 9| and 92 are the same as the number of holes in the-sections I1 and 18. The necessary supporting arms extending from the shaft 8| to the valves 9| and 92 are made as small as posible so as not to interfere with the free flow of air drawn in by the blower I5. As seen in Fig. 6, when the holes in valve 9| register with the holes I9, the holes in valve 92 do not register with the holes 88, and the rotating action of the valves 9| and 92 and of course also of the shaft 8|, is limited by the end of the-screw 93 taking against the stops 94 and 95 provided on the valve 92. The partition 86. as well as the cap 81 are provided with holes 96 to .permit the free circulation of air from the interior of the car to the bimetallic thermostatic spiral element 88. To manually operate and retain the valve shaft 8| in either of its two positions ahandle 91 is rigidly secured to the lower protruding end of shaft 8| and a suitable hook or lever 98, see Fig. 1, is pivoted to the cap 81 to hold the handle 91 in either of its two positions.

Referring to Figs. 1 and 4, a wire 99 connects the binding screw 68 to the blower motor I6 from whence a wire I88 connects with ground. The pipe 2| leading from the heater unit I6 to the manifold of the engine, not shown, is provided with a shut-ofi valve IN and the fuel pipe 49 is provided with a valve I82 which may be closed when the heater is not used.

In Fig. 2. is shown the electric circuits employed to carry out my invention and in which the source of electric power or the battery I83 is connected on one side with ground and on the other side with the ammeter I84 through wire I85 with switch 44; from the switch 44 when contact is made with the screw 45 the current passes through wire 51, bimetallic element 5, wire 53, vibrating coil 58 and thence to ground through wire 52. The other circuit from the coil 58 passes through wire 5|, spark plug 32 and thence to round. The other circuit when switch 44 is closed passes from-the screw 45 through wire 6 I, binding screw 58, bimetalic element 59, contact 68', wire 99, motor I6 and thence through wire I88 to ground.

In operation, the parts being connected to the automobile substantially as shown in Fig. l, the mixing valve having been properly adjusted by viewing the same through the closure glass 36 and the valve 28 having been properly adjusted,

the engine or motor on the car is started. Theoperation of the engine immediately tends to force fuelthrough pipe 49 to the mixing valve 23 where the combustible mixture is discharged into the combustion chamber and the intake manifold causes a suction through pipe 2| from the exit end of the combustion chamber zigzag tubes or openings I9. However the heater unit will not come into operation until the switch 39 is moved to the right to a vertical position as seen in Figs. '1, 3, 5, '7 and 8; which movement will make the electrical connection between switch 8' switch'55 being closed, see Figs. 2 and 4, the spark plug 32 will be energized to ignitethe fuel'in the combustion chamber I8. The bimetallic thermostatic switch 59 being open the blower motor 16 will not operate. The products of combustion will pass from the combustion chamber I8 through the zigzag openings I9, through valve 28 thence through tube 2| to the intake manifold of the engine, thus heating the primary heating element I6. When said primaryvheating element I6 becomes sumciently hot the bimetallic thermostatic switch 59 will close, the blower motor I6 willoperate and the blower I5 will force air through the flexible conduit I3, elbow I I, tubular extension I4 and over the primary heating element I6. Also the bimetallic thermostatic switch 55 will open and the spark plug 32. will not be energized, but the combustion chamber I8 will be sufliciently hot to ignite the charge. The operator will adjust the doors 66 and 61 as desired. The blower I5 will draw the air in through the intake from outside the body through openings I9 or from inside the body through openings 88. When the temperature inside of the car has reached the predetermined degree the spiral bi- Should any passenger in the car desire to have the temperature in the car lowered the handle 9'! can be moved to the left manually, as seen in Fig. 1, and secured in such position by swinging the hook 98 down over same to hold it in said position to draw the cool air from outside the car through the holes 19; and if the temperature inside the car is desired to be warmer then the handle 91 is moved manually to the right, as seen in Fig. 1, and secured in such position by swinging down the hook 98 so that the air will I be drawn in through the holes 80 from within the car.

From the above description it will be understood that this heating system. is entirely automatic in operating and the heat is supplied by a primary heat producing element so that no dependence is placed on the exhaust from the engine or water circulating in the engine water jacket. With this system of heating a car there is no danger of engine exhaust gases entering the car and the heat is generated to a high temperature although the engine may be idling. The heat in the car is automatically maintained at a predetermined temperature and an ample amount of fresh air is supplied to the interior -of the carwhich is of great importance to the passengers in a closed car, and furthermore such fresh air is supplied to the interior of the car without opening any windows.

drawing in of fresh air from the outside and heating the same before it is delivered to the interior of the car will prevent the accumulation of moisture on the windows thus permitting the driver unobscured vision and thereby preventing accidents. Another advantage gained by this heating system is that the car radio will in no way be interfered with because after the heating system is in operation the spark plug circuit is broken so that the vibrating coil 50 is cut out of service. From the above description it will be noted that the blower 85 will not come into operation until the heater unit is sufficiently hot to heat the air, and no cold air is blown on the occupants of the car. Another advantageous feature of this heating system is that the coil box 50 is located within the confines of the primary heating unit 13 and no I said heating unit, a fuel pipe for conveying fuel moisture can get to the said coil box.

Having thus fully described my invention what I desire to secure by Letters Patent of the United States is:

1. In a device of the class described, a heat producing element, an electric spark plug for igniting the fuel in said heat producing element, an electric circuit for said spark plug including a bimetallic thermostatic switch, an electric motor for driving a blower to force air over said heat producing element, an electric circmt including a bimetallic thermostatic switch for said motor and means whereby the said two bimetallic thermostatic switches will be heated by the said producing element and when said switches are heated to a predetermined temperature the electric circuit leading to the spark plug will be broken and the electric circuit leading to 1 the motor will be completed.

2. In a device of the class described, a fuel consuming heating unit enclosed in a suitable case provided with a tubular air intake extension projecting through a hole in the dash of an au-= tomobile and serving as the sole support of the Another great advantage of this heating system is that the to the said heating unit extending through said tubular extension and a pipe to carry away the burnt gases from said heating unit extending through said tubular extension.

3. In a device of the class described, an inter- 5 nal combustion engine with an intake manifold and a fuel pump, a primary heat producing unit positioned within the body of the conveyance to be heated, a horizontal mixing valve having a fuel shut-off cock for mixing air and fuel connected to the inlet of the unit, a pipe connecting the pressure side of the engine fuel line with the said mixing valve, a controlled valve in the primary heat producing unit controlling the flow from the heat producing unit to the intake mani- 15 fold, a pipe leading from the outlet of the unit to the intake manifold of the engine, a housing enclosing the unit provided with a single tubular support extending through the dash of the conveyance and secured thereto, an electric suction blower mounted on the opposite side of the dash and operatively connected with said tubular support to force air over the primary heat producing unit, a spark plug mounted in said unit} a vibrating ignition coil mounted in said housing 26 and operatively connected with the spark plug,

a source of electricity, an electric circuit including said source, said electric blower and said ignition coil, a switch in said circuit and suitable connections between said switch and said shut- 30 off cock whereby both will be operated in unison.

4. In a device of the class described, a heat producing element, an electric spark plug for igniting the fuel in said heat producing element, an electric circuit for said spark plug including a bimetallic thermostatic switch, means whereby the said bimetallic thermostatic switch will be heated by the said heat producing element and the electric circuit will be broken and the fuel will be ignited by the heat within said heat pro- 4.0 ducing element an air circulating means for rapidly cooling said bi-metallic switch when said heat within said heat producing element is insufiicient to ignite the fuel.

5. In a device of the class described, a primary heat producing element comprising a pearshaped combustion chamber having its exit end terminating in a zigzag shape tube and provided with a plurality of cooling fins, suitable housing enclosing said unit provided with side air deflectors having side wings to encompass said unit, and a mixing valve introducing combustible elements into said combustion chamber located inside of said housing and exposed to heat developed in said chamber.

6. In combination with a motor vehicle having a blower and a heating unit located in the path of the exhaust from said blower for supplying the interior of said motor vehicle with heated air, of an inlet passageway for said blower ex- 60 tendingthrough the dash of said vehicle and having two inlet openings in the side thereof and a restricted opening at the end thereof, on t of said side openings being exposed to the at mosphere outside of the motor vehicle and the 66 other of said side openings and the end opening being exposed to the air inside said motor vehicle,

a valve for determining the proportion of air received through said side openings, 2. temperature responsive means mounted in said passage- 10 way and exposed to the air flow through said end opening for controlling said valve.

CHARLES E. OSBORNE.

Images