US2252254A

US2252254A - Oil temperature regulator

Info

Publication number: US2252254A
Application number: US245188A
Authority: US
Inventors: Hugo P Fesenmaier
Original assignee: Individual
Current assignee: Individual
Priority date: 1938-12-12
Filing date: 1938-12-12
Publication date: 1941-08-12
Anticipated expiration: 1958-08-12

Description

'Aug. 12, 1941.

H. P.- FESENMAIER OIL TEMPERATURE REGULATOR Filed- Dec. 12, 19:8 2 Sheets- Sh'e'Fi 12, 1941- H. .P. FESENMAIER 2,252,254

OIL TEMPERATURE REGULATOR Filed Dec. 12, 1938 2 Sheets-Sheet 2 Patented Aug. 12, 1941 UNITED STATE S PAT T OFFICE 6 Claims.

countered, has been pretty well overcome. The

major difiiculty has been to warm the oil properly in cold weather to provide proper lubrication, eliminate gasoline dilution, water condensation and other impurities present in crankcase oil as the result of low temperatures.

The object of this invention is to provide a simple and highly efiicient means for rapidly warming the oil delivered to the many parts of an engine, and to bring the temperature of the oil in the crankcase chamber up to a point where moisture and gasoline in the oil are rapidly eliminated by means of the crankcase ventilating system now formed as a standard part of the engine.

To the above end, generally stated, the invention consists of the novel construction and arrangement of parts hereinafter described and defined in the claims.

In the accompanying drawings which illustrate the invention, like characters indicate like parts throughout the several views.

Referring to the drawings:

Fig. 1 is a fragmentary view of an internal combustion engine having one type of the invention embodied therein;

Fig. 2 is a fragmentary view partly in elevation and partly in section taken substantially on the line 22 of Fig. 1;

Fig. 3 is a detail View principally in section taken on the line 3-3 of Fig. 1 on an enlarged scale;

Fig. 4 is a detail view principally in elevation with some parts removed and other parts sectioned on the line 44 of Fig. 3; I

Fig. 5 is a detail view principally in section taken on the line 55 of Fig. 1 on an enlarged scale;

Fig. 6 is a view principally in front elevation showing a modification of the invention; and

Fig. 7 is a fragmentary view partly in front elevation and partly in section showing another modification of the invention.

Referring first to the invention as shown in Figs. 1 to 5 inclusive.

For the purpose of showing an installation of one type of the invention, there is fragmentarily illustrated in the drawings, an internal combustion engine, and of the parts thereof it is important to note, the cylinder block 8, the crankcase 9 and its chamber H), which holds a body of oil for the oiling system of the engine; the exhaust manifold II, and the exhaust pipe l2.

Of the parts of the oiling system of the engine, as shown, it is important to note the gear pump l3, the pump casing [4 having an oil intake port l5 and an oil discharge port IS, the oil conduits ll leading from the oil filter [8 in the bottom of the crankcase chamber ID to the oil intake port I5, the conduits I9 leading from the discharge port IE, on the pressure side of the pump l3, to the moving parts of the engine to which oil is supplied by said pump. This oiling system further includes an oil cleaner 20.

Oil, after having passed through the several parts of the oiling system of the engine, will be precipitated into the crankcase chamber Ill.

After oil has passed through the oil cleaner 20, it is returned to the crankcase chamber I 0 through

conduits

22 and 23, the latter of which is in the crankcase 9. The delivery of the oil to the oil cleaner 2|! will hereinafter be described.

It will be noted that the pump casing I4 is mounted on the outside of the engine block 8 under the exhaust manifold ll. Thepump I3 is driven by gears 24 from the timing shaft 25.

The crankcase chamber l0 that holds a body of oil, of course forms a part of the oiling system and the term oil cleaner is herein used in a broad sense to cover an oil filter, or an oil refiner or the like.

The term, pressure side of the pump, Will hereinafter be used in a broad sense to cover the oil pressure in the system or oil line from the pump I3 to a point where theoil is being used to lubricate the moving parts of the engine.

Referring now in detail to the invention, as shown in Figs. 1 to 5 inclusive, the numeral 26 indicates an oil heater or heat exchanger, constructed and arranged to be heated by the passage of exhaust gases from the engine. This heat exchanger 26, as shown, is in the form of a segmental shell that is fitted around the exhaust pipe l2 and is rigidly but detachably secured thereto by a pair of U bolts 21 that extend through apertured lugs on said shell. Said heat exchanger 26 has a lower oil intake port 28, an'intermediate oil discharge port 29, and an upper oil discharge port 30.

Oil is circulated through the heat exchanger 26 from the pressure side of the pump I3 and returned to said pump on the intake side thereof by the following connections, to wit; in place of the standard cover for the pump casing I4, I substitute therefor, a novel cover 3| that is removably secured to said casing by the same screws used in connection with the standard cover. The cover 3| is provided with an intake port 32, that is in communication with the port I6 on the pressure side of the pump l3, and a discharge port 33 that is in communication with the port I5 on the intake side of said pump.

Integral with the cover 3| is an upwardly inclined valve casing 34 having an axial passageway 35, the upper end of which is open and the lower end of which is closed. The port 33 has communication with a passageway 35, and below said port is a diametrically opposite oil intake port 36. A cylindrical relief valve 31 isslidably moimted in the passageway 35 and a coiled spring38 compressed between said valve and a screw plug 39 that closes the upper end of said passageway, yieldingly holds the valve 37 projected into a position in which it normally closes the port 33. A stop pin 4!! limits the projecting movement of the valve 31 and prevents the same from closing the port 36.

, A pipe 4|, attached at one end, to the cover 3| and atitsother end to the heat exchanger 26, connects the port 32, in said cover, to the port 28 in said heat exchanger. One end of a pipe 42 is attached to the heat exchanger 26 and its otherend is attached to the valve casing 34 and connects the intermediate port 29 in said heat exchanger 26 to the port 36 in said valve casing.

A pipe 43, one end of which is attached to the heat exchanger 26, and the other end of which is attached to the oil cleaner 20, connects the upper discharge port 30 in said heat exchanger 26 to the intake of the oil cleaner 20.

From the above description it is evident that part of the oil forced through the pump I3 to its pressure side will enter the port 32 and be conveyed to the heat exchanger 26 through the pipe 4| and the port 28 where the same will be heated by the exhaust gases passing through the exhaust pipe l2. Heated oil, in the top of the heat exchanger 26 will be delivered into the oil cleaner 20 through the port 30 and the pipe 43, and after passing through said cleaner, is returned to the crankcase chamber I through the

conduits

22 and 23 where the same will also raise the temperature of the oil in said chamber by contact therewith. Obviously, heated oil from the heat exchanger 26 will increase the efficiency of the oil cleaner 26.

After the oil pressure in the heat exchanger 26 has been built up sufficiently to overcome the tension of the spring 3'! the valve 33, normally held closed by said spring, will open and permit a flow of heated oil from the heat exchanger 26 through the port 29, the pipe 42, the

ports

36 and 33, and into the port I5. Heated oil from the heat exchanger 26 delivered into the port l will commingle with the oil drawn from the crankcase chamber III by the pump l3 and thereby raise the temperature thereof. Oil from the port I5, after having been forced through the pump I3, will be divided and part thereof will be forced through the standard oiling system to the moving parts of the engine to lubricate the same and part thereof will enter the port 32 and be conveyed to the heat exchanger 26 where the temperature thereof will again be raised.

Oil in the passageway 35 escapes into the port 33 during the opening of the valve 31 through a leakage passageway 44.

When the relief valve 31 is closed, oil will always circulate through the heat exchanger 26 to the oil cleaner 26 and thereby prevent the oil in said heat exchanger from getting too hot.

In place of connecting the pipe 43 directly to the heat exchanger 26, as shown, the port 3|) may be dispensed with and the intake end of said pipe connected to the pipe 42, as a branch thereof, at any point between said heat exchanger and the relief port 31.

When the above described devices are embodied in an engine, the customary relief valve in the oiling system may be dispensed with.

From the above description it is evident that part of the oil from the heat exchanger 26, will be returned to the intake side of the pump I3 and part thereof will be delivered to the oil cleaner 26.

It will of course be understood that in some instances I the connections from the heat exchanger 26, to the oil cleaner 20 may be dispensed with and oil delivered thereto from the standard oiling system of the engine, or in case the engine is not provided with an oil cleaner, a by-pass for the oil from the heat exchanger 26 to the oiling system will be provided, as indicated by broken lines in Fig. 5, and designated by the letter X.

From the above description it is further evident that oil heated by the heat exchanger 26,

raises the temperature of the oil in the circulating system at two difierent points, the one in the pump casing I4 and the other in the oil cleaner 26.

Referring now to the invention as shown in Fig. 6: In place of the heat exchanger 26, and the pipes 4| and 42, a single pipe 45, having an intermediate coil 46, is substituted therefor, and through which pipe oil is circulated or bypassed from the pressure side of the pump I3 to the intake side thereof. The diameter of the coil 46 is such as to encircle the exhaust pipe I2 indicated by broken lines. This embodiment of the invention serves two important functions to Wit; when the temperature of the oil in the crankcase chamber I0 is such that the same should be raised to provide proper lubrication to the engine, the coil 46 is placed around the exhaust pipe I2 as shown by the broken line. On the other hand, in hot weather, when the temperature of the oil is too hot, the same may be cooled by removing the coil 46 from the exhaust pipe I2 and allowing air to freely circulate around the pipe 45 and its coil 46 thereby reducing the temperature of the oil.

This embodiment of the invention is extremely simple and the entire unit is carried by the cover 3|.

Referring now to the invention as shown in Fig, '7,

dual heat exchangers

41 and 48 are employed in place of the single heat exchanger 26 shown in Figs. 1 and 2.

Each of these

heat exchangers

41 and 48 is substantially a duplicate of the heat exchanger 26. The heat exchanger 41 has a lower intake port 49 and an upper discharge port 50 and the heat exchanger 46 has an upper intake port 5| and a lower discharge port 52.

In place of connecting one of the heat exchangers 4'5 and 43 to the cover 3| for the pump casing M the intake port 49 of the heat exchanger 41 is connected by a pipe 53 to a pipe 54 on the pressure side of the pump and this pipe 54 corresponds to the pipe l9 in the oil circulating system shown in Fig. l. A pipe 55 connects the port 50 in the heat exchanger 41 to th intake of an oil cleaner B which correspond to the cleaner 2!].

All of the oil discharged from the cleaner 56 through the intake port 5| is carried to the heat exchanger 48 by a pipe 51. Oil from the heat exchanger 48 is returned to the crankcase chamber l0 through the port 52 and a pipe 58 one end of which is attached to the heat exchanger 48 and the other end of which is attached to the crankcase 9.

The oil intake pipe 53 leading from the pipe 54, in the oiling system, to the heat exchanger 41 is, as shown, provided at its intake end with a restricted passageway 59 that only allows a certain amount of the oil to pass through this bypassing system. It is of course understood that the restricted passageway 59 may be placed in the oil cleaner or any other convenient place.

From the above description, relative to the several embodiments of the invention illustrated, it is evident that the invention is capable of various modifications as to construction and arrangement of parts.

What I claim is:

l. The combination with an internal combustion engine having a pump and an oil cleaner in its oiling system, of a heat exchanger constructed and arranged to be heated by the exhaust gases from said engine, said heat exchanger having an oil intake leading from said system on th pressure side of the pump and also having two outlets, one of which is arranged to discharge into said system other than its oil cleaner and the other of which is arranged to discharge into said cleaner, and a relief Valve in the first noted outlet normally closing the same and arranged to open under a predetermined pressure of oil from the pump.

2. The combination with an internal combustion engine having a pump and an oil cleaner in its oiling system, of a heat exchanger constructed and arranged to be heated by the exhaust gases from said engine, said heat exchanger having an oil intake leading from said system on the pressure side of the pump and also having two outlets, one of which is, arranged to discharge into said system between its oil cleaner and the intake side of the pump, and the other of which is arranged to discharge into said oil cleaner, and a relief valve in the first noted outlet normally closing the same and arranged to open under a predetermined pressure of oil from the pump.

3. The combination with an internal combustion engine having a pump and an oil cleaner in its oiling system, of a heat exchanger constructed and arranged to be heated by the exhaust gases from said engine, said heat exchanger having an oil intake leading from the pressure side of the pump and also having an oil outlet leading back to said system, a relief valve in the outlet from th heat exchanger and normally closing the same, said valve being set to open under a predetermined pressure of oil from the pump, and an oil conduit leading from the heat exchanger on the intake side of the relief valve to the oil cleaner.

4. A displaceable cover for the casing of a pump in the oiling system of an internal combustion engine, an oil discharge port in said cover leading from the pressure side of the pump and having means for connecting said port to the oil intake of a heat exchanger, a valve casing on the cover having an intake port arranged to discharge into the pump on its intake side, said valve casing also having means for connecting the same to an oil discharge leading from the heat exchanger, and a relief valve in said casing, normally closing said intake port and set to open under a predetermined pressure of oil from the said pump.

5. The combination with an internal combustion engine having a pump and an oil cleaner in its oiling system, of means including a heat exchanger for by-passing oil from the pressure side of the pump to the intak side thereof, a relief valve in said by-passing means normally closing the same and set to open under a predetermined pressure of oil from the pump, and an outlet leading from the heat-exchanger t0 the oil cleaner, said by-passing means being closed except for the outlet leading from the heat exchanger.

6. The structure defined in claim 5 in which the relief valve is between the heat exchanger and the intake side of the pump.

HUGO P. FESENMAIER.