US2285248A - Cooling system for internal combustion engines - Google Patents

Description

June 2, 1942. 4 I. E. ASKE 2,285,248

COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Dec. 50, 1959 Irviqq E. flake Saw/Mar B9 M2 4 UDa/cL Patented June 2,942

COOLING SYSTEM FOR INTERNAL COMBUSTIQN ENGINES Irving E. Aske, lvfuskegon, Mich.

Application December 30, 1939, Serial No. 311,887

1- Claim. (01. 123-175) My present invention relates to improvement,

in internal combustion engines, and particularly to improvement in the method of cooling internal combustion engines; and the objects of my improvement are, first, to improvethe combustion of thegaseous fuel compressed within the combustion spaces of the engine; second,

to improve operation and promote smooth running of the engine; third, to increase the power developed by the engine without increasing the fuel consumed by it; fourth, to decrease the fuel consumption of the engine without decreasing the horsepower developed by. it; fifth,

*fpulley IQ; secured to either the crank shaft or cam shaft of the engine. The belt i8 also engages pulley 20 that drives the air circulating to minimize detonation caused by faulty combustion of the fuel within the engine; sixth, to

improve lubrication of the engines piston and cylinder wall, thereby prolonging cylinder, and piston life; seventh, to red ce the size of the cooling fluid radiator, thereby reducing the quantity of cooling fluid required for cooling. the engine; eighth, to, reduce the time required for the engine to reach normal operating temperature; and, ninth, to minimize the amount of sludge formation and water in the lubricat- 25 131 designate the fuel inlet and exhaust mani 'folds, 32 the flywheel of the engine, 33 the oil ing oil of the lubricating system. 7

I attain these named objects and other objects that appear from a perusal of the following description when taken in connection with the accompanying drawing and by the structure disclosed thereby. Referring thereto, the figure shows aside elevation partly in section whereby my improved cooling of internal combustion engines isillustrated; and referring thereto, similar numerals refer to similar parts and portions as follows:

Numeral I designates the cylinder block of my engine, the said cylinder block having therein a plurality of cylinder bores 2 in spaced apart relation to each other and having surrounding cylinder walls 3 separated from the walls of adjacent cylinders bycooling fluid chambers 4 and 5 from the end wall 6, and cooling fluid chamber 1, each of the said cooling fluid cham bers having outlet passages 8 which extend through the upper wall of the cylinder block and cylinder closing face wall of the cylinder head 9 into the cooling fluid chamber l thereof, into which extends at one end of the cooling fluid chamber Ill, sleeve ll of the cooling fluid circulating pump housing l2, having hollow tubular hose connector portion l3 and cylindrical bore l4, in which is rotated cooling fluid impeller l drawing cooling fluid from the top portion of the radiator and secured to shaft l6, driven by pulley I'l, engaged by flexible belt l8 engaging Within the cylinder bores 2 are pistons 22.

connected to the crankshaft of the engineby connecting rods 23, whereby the said crank shaft is turned by the force exerted against the end of the engines pistons by the combustion of the fuel charge within the combustion chambers l." 2!.

I Connected to the cooling fluid chambers of the cylinder block, as .of chamber 5, is tubular member 24having located at its flanged end thermostat 25 which may be of any well known structure and having the usual valve jwhereby the temperature of the cooling fluid is regulated,

the said valve also having the usual by-pass through which a limited amount of cooling fluid can flow when the valve is in its closed position; the member 24 having connection with the lower "1 portion of the cooling fluid cooling radiator 26,

by flexible tube 21. The said radiator has therein suitable cooling tubes or passages connected 7 to header 28 to which is connected pump connector l3 by flexible tube 29. Numerals 30 and pan and 34a cover enclosing the cylinder head. In, my improved cooling system for internal combustion engines, the flow of the cooling fluid is in a. continuous reverse. direction from that of .the conventional thermo-syphon flow system,

- portion of the cooling fluid chambers of the cylinder block, wherein as it absorbs temperature, it passes into the cooling fluid chamber of the cylinder head and therefrom to the upper header portion of the radiator, thus completing ma thermo-syphon flow of cooling fluid cycle.

The cooling fluid in my improved system is forced'to flow by a circulating pump continuously during-operation of the engine from the upper portion of the radiator directly into the cooling fluid chamber of the cylinder head;

' bustion chamber 2 where the cooling fluid ab-- wherein it is distributed and from there flows downwardly through the cooling fluid chambers of the cylinder block between the cylinders, and therefrom into the lower portion of the radiator. Thus, it will be seen the coldest portion of the cooling. fluid spreads over the top of the comsorbs heat from the combustion chamber walls to a greater extent than it does from the cylinder walls that it contacts, after having absorbed heat from the combustion chamber walls. And, as the cooling fluid flows downwardly around the cylinder walls, the cooling fluid gradually because of its heated state cools the cylinder walls less and less until the lower portion of the walls are reached. Thus it will be seen that the combustion chamber will be cooled in advance of the upper portion of the cylinder bore and that the temperature of the cylinder bore will be subjected to the cooling influence of a cooling fluid that has been previously heated in its passage downward, thereby bringing about a more uniform temperature of the cylinder walls.

It is well known that hot water, which is referred to as a cooling fluid, is lighter per unit of bulk than cold water. Therefore, in a cooling system of the conventional type, the rapidity of cooling fluid circulation is assisted by the difference in weight of the cooling fluid between the upper and lower limits of temperature. For example, if the temperature of the cooling fluid in the cylinder head at the top of the engine is 180 degrees Fahrenheit, and in the lower portion of the cylinder block it is 110 degrees Fahrenheit, the buoyant pressure assisting the flow thereof is the difference in the weight of the cooling fluid at those respective temperatures. In my improved cooling system, this difference in weight of the cooling fluid becomes subtractive from the pressure generated by the engines circulating fluid pump. Therefore, it becomes evident that the minimum pressure generated by the pump in my improved cooling system must be greater than the differ ence in the weights of the cooling fluid between the boiling and freezing temperatures. Such a condition requires the employment of a cooling fluid pump in my improved cooling system, in contrast to the thermo-syphon system as heretofore employed.

Referring to the thermostatically controlled valve, the valve thereof has through it a by-pass which is of importance during warming up of the engine, since too large an opening will permit too great an amount of uncontrolled circulation, and too small an opening will restrict circulation to a degree where the heat generated and temperature reached in the cylinder head becomes too rapid for the cooling fluid circulation to control, which results in boiling of the cooling fluid, before adequate circulation is established through the system.

The size of the by-pass through the thermostatically controlled valve is determined by experimentation, as the greater the amount of cooling fluid in the cylinder head, the less can .set by the thermostat.

trol valve is set to begin opening at approximately 120 degrees Fahrenheit, and completely open at 140 degrees Fahrenheit. Between these temperatures adequate lubrication is had on the cylinder walls and piston during high atmospheric temperatures, as well as in low temperatures, and that substantially no dilution of oil occurs.

In the operation of internal combustion engines having my improved cooling system, the cooling fluid chambers and radiator are fllled with cooling fluid which may be merely water or any other fluid that can be circulated. After filling, the engine is started in the usual way of starting internal combustion engines. When started, the cooling fluid circulating pump draws cooling fluid from the top of the radiator and forces it into the cylinder head, thereby first cooling the combustion chambers with the coolest water and balance of the cylinder head. From the cylinder head the cooling fluid passes through openings into the cooling fluid chambers surrounding the cylinders, the walls of which give off additional heat to the cooling fluid but not sufficient to raise the temperature above that From the cooling fluid chambers surrounding the cylinders, the cooling fluid is conducted past the thermostatically controlled valve to the lower portion of the radiator where it is cooled as it passes upward toward the top of the radiator and from where it is again drawn and delivered to the engine, thus completing a cycle that is repeated as long as the engine is in operation.

Having described my invention, the rights which I desire to secure are set forth in the claim as follows:

A cooling system for internal combustion engines, the combination comprising a cylinder block having a plurality of cylinder bores therein, a cooling fluid chamber extending around and having a portion extending between the said bores and having a cooling fluid inlet at the upper portion thereof, a cooling fluid outlet at r the lower portion and extending from a cooling fluid chamber portion between two of said cylinders, a radiator in spaced apart relation to the said cylinder block, a tubular connection extending from the said cooling fluid outlet of the cylinder block to the lower portion of the radiator, the said connection having therein a thermostatically controlled valve, a cylinder head closing the said cylinder bore and having a cooling fluid chamber connected to the cooling fluid chamber of the said cylinder block, a cooling fluid circube the size of the bY-pass opening for a given pump pressure, as more time would be available for conducting away the hot cooling fluid from the cylinder head to the chambers of the cylinder block, and thereafter to the thermostatically controlled valve. The size of the opening of the by-pass is also affected by the ratio of the cylinder head cooling fluid valume to that of the chambers of the cylinder block.

It has been found that best results in engine performance are had when the thermostat conlation pump secured to the cylinder head for drawing cooling fluid from the said radiator and delivering it to the said head and having extending therefrom, tubular connection with the upper portion of the said radiator, whereby cooling fluid is caused to flow from the upper portion of the radiator to the cooling fluid chamber of the cylinder head, thence into the upper portion of the cooling fluid chamber within the cylinder block and therefrom back to the said radiator in controlled quantity, whereby the cylinder head of the engine is cooled in advance of the cylinder block.

IRVING E. ASKE.

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