US2365166A - Internal-combustion engine cooling system - Google Patents

Internal-combustion engine cooling system Download PDF

Info

Publication number
US2365166A
US2365166A US481983A US48198343A US2365166A US 2365166 A US2365166 A US 2365166A US 481983 A US481983 A US 481983A US 48198343 A US48198343 A US 48198343A US 2365166 A US2365166 A US 2365166A
Authority
US
United States
Prior art keywords
engine
water
lubricating oil
temperature
jacket
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US481983A
Inventor
Thomas J Bay
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to US481983A priority Critical patent/US2365166A/en
Application granted granted Critical
Publication of US2365166A publication Critical patent/US2365166A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00Liquid cooling
    • F01P3/20Cooling circuits not specific to a single part of engine or machine
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/08Arrangements of lubricant coolers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00Controlling of coolant flow
    • F01P7/14Controlling of coolant flow the coolant being liquid
    • F01P7/16Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00Controlling of coolant flow
    • F01P7/14Controlling of coolant flow the coolant being liquid
    • F01P2007/143Controlling of coolant flow the coolant being liquid using restrictions
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00Applications
    • F01P2050/02Marine engines
    • F01P2050/06Marine engines using liquid-to-liquid heat exchangers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00Cooling circuits using auxiliaries
    • F01P2060/04Lubricant cooler

Definitions

  • a somewhat less common engine cooling system provides'for cooling the engine jacket wa- 4ter,l as described above, but instead of circulateration proceeds with either lubricating oil ⁇ or ilafke; water circulating at a temperature below
  • the principal object of the' present invention l-is to avoid the difficulties encountered by lthe use of sea water circulation through the lubri- ⁇ eating oil cooler and take maximum advantage of circulating jacket water through such cooler for rapid heating of the chilled lubricating oil upon starting cold engines and, in addition, proi viding for automatic control of the temperatures of the lubricating oil and jacket water withinthe optimum operating range, as specied by the engine designer, regardless of variations in the power at ,which the engine is operated or.
  • This type of cooling system has the disadvantage of requiring the use of somewhat larger heat exchangers' for a given installation which to some extent offsets the advantages derived therefrom.
  • the single figure of the accompanying drawing is a diagrammatic view of a system of automatically controlling the temperature of the lubricating oil and jacket waterV of an internal combustion engine wherein the jacket water isemployed'to control the temperature of the lubricating oil.
  • a system for controlling the temperature of the lubricating oil and jacket water of an internal combustion engine ⁇ is shown as comprising generallyan engine i0, a jacket water cooler Il and a lubricating oil cooler' I2.
  • the jacket Watercooler Il is provided with a heat transfer'element I3 through which sea water is circulated from a pipe i4 and valve I5 and from which thev sea water escapes through apipe I6.
  • This cooler is also shown as being provided with a heat transfer element il changer.
  • the .cooled jacket water escapes from the heat ⁇ through a pipe 25.
  • Jacket water from the engine l0 is at times lay-passed around the jacket water cooler Ii through a by-pass pipe '26 and the three way valve I9, the control element 21 of which is placed in thermal contact with the jacket water leaving the engine, as indicated at 28.
  • the utility and operation and function of this by-pass will be hereinafter explained.
  • the sole purpose of the flow control valve I is to protect the jacket water cooler from excess flow of sea water and the same purpose can be served through the provision of a circulating water luy-pass around this cooler.
  • Lubricating oil from the engine may also beI by-passed around the lubricating oil heat exchanger and directly back to the engine through a by-pas's pipe 29 and an automatic spring loaded pressure relief valve 30 when the engine is initially started.
  • the by-pass pipe 29 can be arranged to by-pass other parts of the engine lubricating oil system as well as the heat exchanger I2, such as' lubricating oil filters, strainers, etc.
  • and pressure gauges 32 may be provided wherever desired.
  • the three-way temperature control valve I9 is first adjusted to by-pass the cold jacket water cooler Il when the engine is initially started. With the engine in operation, the jacket .wateris heated very rapidly because this waterfis by-passing the jacket water. cooler. This heated jacket water passing through the lubricating oil cooler provides for'rapid heating o! the chilled lubrieating oil circulating through the oil heat ex- In this connecten, it will be understood that in most types of internal combustion engines the temperature of the jacket water and lubricating oil circulated to and from the engine remains absolutely constant regardless of all changes in the temperature or quantity of the seawater circulated through the jacket water cooler. This is readily apparent by reference to the drawing.
  • the oil and jacket water temperatures to and from the engine are maintained absolutely constant which is a very desirable the amount of heat dissipated into the jacket water by the operation oi the engine is about ten times the amount oiA heat dissipated into the lubricating oil and, therefore, thejacket water is heating very much more rap'dly than the lubricating oil upon starting a cold engine provided that'the jacket water is constrained to by-pass the jacket water cooler..
  • the control element of the threeway temperature control valve in ⁇ thermal contact with the heated jacket water tends-to throttle the ilowof jacket water throughthe bypass and force sumcient jacket water through the jacket water cooler .to maintain a constant predetermined temperature of the jacket water leavng the engine, regardless oi' the temperature of the sea water circulated through the ,jacket water cooler and regardless ofv variations in the power being generated by the engine.
  • a jacket water by-pass pipe 33 having a fixed restricted orifice 34 therein and establishing communication directly from the jacket Water discharge pipe I8 and the jacket. Water inlet pipe 22.
  • the flow of water through this bypass is automatically controlled'by the xed oriilce 34, although in some cases it might be desirable to substitute a manually controlled valve in lieu of the iixed oriilce 34.
  • This modified system has all of the advantages asithe system hereinbefore described as to the rapid heating oi' chilled lubricating oil on starting and automatic control of lubricating oil and jacket water temperatures.
  • a very eilicient system for controlling the temperature of both the cooling water of the engine and the lubricating oil thereof by means of which the service life of internal combustion engines is materially extended, the reliability of the engines is improved and the neces-- ⁇ sity for maintenance and repair decreased. Also, the improved system insures the rapid heating of chilled lubricating oil upon vstarting a cold engine and the rapid warming up of a cold engine upon starting. The temperatures of the jacket water and lubricating oil is controlled entirely automatically. The lubricating oil heat exchanger is not subjected to the corrosive action of sea water.
  • the improved system permits of a simplified piping arrangement with only one automatic control valve necessary for the regulation o-f the temperatures of both the jacket water and the lubricating oil.
  • the system has the additional advantage of providing for relatively small temperature rise of jacket water circulatedthrough the engine with minimum size of lubricating oil heat exchangers.
  • sea water as employed herein may be more properly termed raw water or a cooling fluid obtained from an external source and for aircraft insallations the primary cooling medium is. air.
  • the control element 28 of the three-way temperature control valve I9 may be located at various other points in the jacket p water circuit or in the lubricating oil circuit with generally ⁇ similar results depending on proper design and adjustment of the automatic control feature.
  • thethree-way temperature control valve I9 may be located at the opposite end of the jacket water cooler by-pass pipe 26 or at either end of a sea water by-pass pipe around the jacket water cooler or a manually controlled valve may be employed in lieu of an automatically controlled valve.
  • a two-way temperature ,control ⁇ valve may be substituted for the threeway valve shown with similar results provided that the cooling system is proportioned so as to provide for relatively small pressure drop through the jacket water by-pass pipe 26 as compared to the pressure drop through the jacket water circuit of the jacket water "cooler,
  • a system for controlling the temperature of the cooling water and that of the lubricating oil for an internal combustion engine wherein a rst heat exchanger cools the water flowing from the engine and a second heat exchanger through which lubricating oil from said engine is circulated, the heat transferring capability of which is controlled by the water flowing from said first heat exchanger, controls the temperature ofV said lubricating-oil; characterized by the fact that'there is combined with said first 'heat exchanger, means for by-passing the heated Water owing from the engine cooling system aroundsaid first heat exchanger for delivery directly to said second heat exchanger in -a heated condition in order to elevate the temperature of said lubricating oil.
  • a system for controlling the temperatur of the cooling Water and that of the lubricatil oil for an internal combustion engine wherein a first heat exchanger cools the water flowing from the engine and a second heat exchanger through which lubricating oil from said engine is circulated, the heat transferring capability of which is controlled by the Water flowing from said first heat exchanger, controls the temperature of said lubricating oil; characterized by the fact that there is combined with said first 4heat exchangermeans for by-passing a portion of the heated water flowing from the engine cooling system around said first heat ex changer for delivery directly to said second heat exchanger in a heated condition to maintain the engine lubricating oil at the desired operating temperature.
  • a system for controlling the temperature of the cooling water and that of the lubricating oil for an internal combustion engine wherein a first heat exchanger cools the Water flowing from the engine and a second heat exchanger through which lubricating oil from said engineV is circulated, the heat transferring capability of which is controlled by the water flowing from said first heat exchanger. controls the-temperature of said lubricating oil; characterized by the fact that there-is combined With said first .heat exchanger, means' for oy-passing a portion of the heated water flowing from'the engine cooling system around said rst heat exchanger for delivery directly to said second heat exchanger in a heated condition to maintain the engine cooling water and the engine lubricating oil at the desired operating temperature.
  • a system for controlling the temperature of the cooling water and that of the lubricating oil -for an internal combustion engine wherein a first heat exchangerl cools the .water flowing from the engine and a second heat exchanger through which lubricating oil from said engine is circulated, the heat transferring capability of which is controlled by the water flowing from .said rst heat exchanger, controls the temperagine lubricating on at the desired operai-.ing temperature.
  • a system for controlling the temperature of the cooling Water and that of the lubricating oil for an internal combustion engine wherein a first heat exchanger cools the water owing from the engine and a second heat exchanger, the heat transferring capability of which is controlled by the water flowing from said first heat exchanger, controls the temperature of said lubricating oil; characterized by the fact that there is provided means for by-passing a portion ofthe heated water owing from said engine cooling system around both of said heat exchangers for delivery directly back to said engine cooling system, to permit 'the temperature .40 of said lubricating oil to be reduced if desired below the temperature ofthe engine cooling water entering the engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)

Description

INTERNAL-COMBUSTION ENGINE COOLING SYSTEM Jacke Waer Cooler T.v J. BAY
Filed April 6, 1943 Jaalr Wafer gozer- Vig@ INVENTOR in the Vicinity of the Aleutians.
Patented Dec. 19, 1944 UNITED `STATE s PATENT orifice 2,365,166 m'rERNAL-coivrUsTIoN ENGmE COOLING.
SYSTEM i Thomas J. Bay, United States Navy Application April 6, 1943, serial no. 481,983 s claims. (c1. 12s-174) (Granted under the act of March 3, 1883, as
amended April 30,1938; 370 0. G.
particularly true in the canse of high speed Diesel engines and it has been definitely established that engine deterioration is very rapid whenever opcooling the engine lubricating oil. Sea water is circulated through these heat exchangers as the coolant; the usual arrangement providingk for series flow of the sea water, first through lubricating oil heat exchanger and thence through the jacket water cooler.
A somewhat less common engine cooling system provides'for cooling the engine jacket wa- 4ter,l as described above, but instead of circulateration proceeds with either lubricating oil `or ilafke; water circulating at a temperature below The principal object of the' present invention l-is to avoid the difficulties encountered by lthe use of sea water circulation through the lubri- `eating oil cooler and take maximum advantage of circulating jacket water through such cooler for rapid heating of the chilled lubricating oil upon starting cold engines and, in addition, proi viding for automatic control of the temperatures of the lubricating oil and jacket water withinthe optimum operating range, as specied by the engine designer, regardless of variations in the power at ,which the engine is operated or.
variations in the temperature of the sea water. lWith these and other objects in view as` well as ,other advantages thatmay be incident to ing sea water through the lubricating oil cooler the cooled jacket water is employed as the cooling medium. This type of cooling system has the advantage 'of exposing onlyone of the two heat exchangers or coolers to the corrosive action of sea water andthe further advantage that, upon starting a cold engine, the engine andthe lubricating oil and jacket water temperatures are elevated to the proper operating range much more rapidly than when the'colder sea water isA the use of the improvements, the invention consists in the parts and combination thereof hereinafter set 'forth and claimed, with the under- Y' standing that the several necessary elements constituting the same may be varied in proportion and arrangement without departing from the nature and scope of the invention, as deiined in the appended claims.
In order to make the invention more clearly understood,y there are shown in the accompanycirculated through the lubricating oil cooler.
This type of cooling system has the disadvantage of requiring the use of somewhat larger heat exchangers' for a given installation which to some extent offsets the advantages derived therefrom.
However, the advantage obtained by circulating jacket water through the lubricating oil cooler, that is to say the initial rapid heating of the engine lubricating oil and maintenance of optimum lubricating oil temperature during operation, has become extremely important in view of current operations of Diesel engine propelled naval vessels in the Iceland-North Sea area` and Reports received from vessels operating in these areas and not equipped for jacket water ,circulation through the lubricating oil coolers indicate that in many cases the chilled engine lubricating oil never reaches the proper operating temperature even after hours of engine operation, resulting in accelerated wear of all bearing surfaces, early en-l gine failure, decreased reliability and excessive maintenance and repair requirements. This is ing drawing means for carrying the invention into practical use, without limiting thel improvementsin their useful application to the particular construction, which, for the purpose of explanation, have been made the subject of illustration.
The single figure of the accompanying drawing is a diagrammatic view ofa system of automatically controlling the temperature of the lubricating oil and jacket waterV of an internal combustion engine wherein the jacket water isemployed'to control the temperature of the lubricating oil. l l L -Referring to the drawing, a system for controlling the temperature of the lubricating oil and jacket water of an internal combustion engine` is shown as comprising generallyan engine i0, a jacket water cooler Il and a lubricating oil cooler' I2. The jacket Watercooler Il is provided with a heat transfer'element I3 through which sea water is circulated from a pipe i4 and valve I5 and from which thev sea water escapes through apipe I6. This cooler is also shown as being provided with a heat transfer element il changer.
2 through which jacket water to be cooled is supplied from the engine through a pipe I8 and a three-way thermostatically controlled valve lil.
The .cooled jacket water escapes from the heat` through a pipe 25.
Jacket water from the engine l0 is at times lay-passed around the jacket water cooler Ii through a by-pass pipe '26 and the three way valve I9, the control element 21 of which is placed in thermal contact with the jacket water leaving the engine, as indicated at 28. The utility and operation and function of this by-pass will be hereinafter explained. The sole purpose of the flow control valve I is to protect the jacket water cooler from excess flow of sea water and the same purpose can be served through the provision of a circulating water luy-pass around this cooler.
Lubricating oil from the engine may also beI by-passed around the lubricating oil heat exchanger and directly back to the engine through a by-pas's pipe 29 and an automatic spring loaded pressure relief valve 30 when the engine is initially started. The by-pass pipe 29 can be arranged to by-pass other parts of the engine lubricating oil system as well as the heat exchanger I2, such as' lubricating oil filters, strainers, etc. Thermometers 3| and pressure gauges 32 may be provided wherever desired.
In operation of this newly devised system the three-way temperature control valve I9 is first adjusted to by-pass the cold jacket water cooler Il when the engine is initially started. With the engine in operation, the jacket .wateris heated very rapidly because this waterfis by-passing the jacket water. cooler. This heated jacket water passing through the lubricating oil cooler provides for'rapid heating o! the chilled lubrieating oil circulating through the oil heat ex- In this connecten, it will be understood that in most types of internal combustion engines the temperature of the jacket water and lubricating oil circulated to and from the engine remains absolutely constant regardless of all changes in the temperature or quantity of the seawater circulated through the jacket water cooler. This is readily apparent by reference to the drawing. At constant engine power, heat dissipated to and from the oil and jacket water in the engine and the heat exchangers or -coolers is constant, therefore; with a constant engine jacket water discharge temperature, the temperature of the jacket water entering the engine is constant because the rise in temperyature of the water iiowing through the engine is constant. Thus, the temperature of the jacket water leaving the lubricating oil heat exchanger or cooler is constant and as the amount of heat l dissipated to the jacket water from the lubrieating oil in the lubricating oil heat exchanger is constant, the temperature rise of the jacket waterand lubricating oil'to and from the lubricating oil heat exchanger remains constant. Thus, regardless of changes in the temperature and quantity of the sea water, at any given engine power the oil and jacket water temperatures to and from the engine are maintained absolutely constant which is a very desirable the amount of heat dissipated into the jacket water by the operation oi the engine is about ten times the amount oiA heat dissipated into the lubricating oil and, therefore, thejacket water is heating very much more rap'dly than the lubricating oil upon starting a cold engine provided that'the jacket water is constrained to by-pass the jacket water cooler.. As the jacket water temperature becomes elevated to the operating'range, the control element of the threeway temperature control valve in `thermal contact with the heated jacket water tends-to throttle the ilowof jacket water throughthe bypass and force sumcient jacket water through the jacket water cooler .to maintain a constant predetermined temperature of the jacket water leavng the engine, regardless oi' the temperature of the sea water circulated through the ,jacket water cooler and regardless ofv variations in the power being generated by the engine.
` With a constant temperature maintained in the jacket water leaving the engine through the operation of the temperature control valve-it will be noted that, at any given engine power,
engine operating condition from the standpoint of engine service life and reliability.
In certain installations and under certain cond'tions it may be found to be desirable to. provide a jacket water by-pass pipe 33 having a fixed restricted orifice 34 therein and establishing communication directly from the jacket Water discharge pipe I8 and the jacket. Water inlet pipe 22. The flow of water through this bypass is automatically controlled'by the xed oriilce 34, although in some cases it might be desirable to substitute a manually controlled valve in lieu of the iixed oriilce 34. This modified system has all of the advantages asithe system hereinbefore described as to the rapid heating oi' chilled lubricating oil on starting and automatic control of lubricating oil and jacket water temperatures. An additional advantage associated with this modiiled system applies to engine ,installations where it is desired to provide for a relatively small risein temperature of the jacket water iiowing -through the engine and also to reduce the size of, the lubricating oil heat exchanger to the minimum at the expense of a slight increase in thesize of the jacket water cooler. v
By means of the iixed by-pass arrangement, `a predetermined quantity of heated jacket water is automatically by-passedaround both coolers. The remaining jacket water is cooled to a lower temperature than would be obtained if the entire quantity of jacket water were circulated through the jacket water cooler. Thus, relatively cold water is circulated through the lubricating oil heat exchanger and the size of this unit can therefore be reduced as compared to e the size required ii warmer water were circulated through this heat exchanger.
The uncooled jacket water iiowing through the `fixed orifice 34 l'n the by-pass pipe 33 mixes with the cooler ljacket water discharging from the a lubricating oil heat exchanger and/ the resulting mixture owing to the engine is warmer than would normally be obtained ii' the full quantity -of jacket water. were passed through the two i heat exchangers. By properly proportioning the size of the heat exchangers and that of the by-pass 33 and nxed orifice Il it ls'possible to gine installations.
From the foregoing it will be apparent that a very eilicient system is provided for controlling the temperature of both the cooling water of the engine and the lubricating oil thereof by means of which the service life of internal combustion engines is materially extended, the reliability of the engines is improved and the neces--` sity for maintenance and repair decreased. Also, the improved system insures the rapid heating of chilled lubricating oil upon vstarting a cold engine and the rapid warming up of a cold engine upon starting. The temperatures of the jacket water and lubricating oil is controlled entirely automatically. The lubricating oil heat exchanger is not subjected to the corrosive action of sea water. The improved system permits of a simplified piping arrangement with only one automatic control valve necessary for the regulation o-f the temperatures of both the jacket water and the lubricating oil. The system has the additional advantage of providing for relatively small temperature rise of jacket water circulatedthrough the engine with minimum size of lubricating oil heat exchangers.
IIt will be understood that, whereas the abov description of the present engine cooling system is particularly adaptable to marine engine ,in-
stallations it is equally applicable to all other.
internal combustion engine installations. For land installations the term sea water as employed herein may be more properly termed raw water or a cooling fluid obtained from an external source and for aircraft insallations the primary cooling medium is. air. It-will also be understood that the control element 28 of the three-way temperature control valve I9 may be located at various other points in the jacket p water circuit or in the lubricating oil circuit with generally` similar results depending on proper design and adjustment of the automatic control feature. Also, thethree-way temperature control valve I9 may be located at the opposite end of the jacket water cooler by-pass pipe 26 or at either end of a sea water by-pass pipe around the jacket water cooler or a manually controlled valve may be employed in lieu of an automatically controlled valve. It will be understood further that a two-way temperature ,control `valve may be substituted for the threeway valve shown with similar results provided that the cooling system is proportioned so as to provide for relatively small pressure drop through the jacket water by-pass pipe 26 as compared to the pressure drop through the jacket water circuit of the jacket water "cooler,
It will be understood, as previously stated, that the above description and accompanying drawing comprehend only the general and preferred embodiment of the invention and that various changes in construction, proportion'and arrangement of the parts may be made within the scolpe of the appended claims without sacrificing an of the advantages of the invention.
The invention described herein may be manufactured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor.
What is -claimed is:
1. A system for controlling the temperature of the cooling water and that of the lubricating oil for an internal combustion engine wherein a rst heat exchanger cools the water flowing from the engine and a second heat exchanger through which lubricating oil from said engine is circulated, the heat transferring capability of which is controlled by the water flowing from said first heat exchanger, controls the temperature ofV said lubricating-oil; characterized by the fact that'there is combined with said first 'heat exchanger, means for by-passing the heated Water owing from the engine cooling system aroundsaid first heat exchanger for delivery directly to said second heat exchanger in -a heated condition in order to elevate the temperature of said lubricating oil.
2. A system for controlling the temperatur of the cooling Water and that of the lubricatil oil for an internal combustion enginewherein a first heat exchanger cools the water flowing from the engine and a second heat exchanger through which lubricating oil from said engine is circulated, the heat transferring capability of which is controlled by the Water flowing from said first heat exchanger, controls the temperature of said lubricating oil; characterized by the fact that there is combined with said first 4heat exchangermeans for by-passing a portion of the heated water flowing from the engine cooling system around said first heat ex changer for delivery directly to said second heat exchanger in a heated condition to maintain the engine lubricating oil at the desired operating temperature.
3. A system for controlling the temperature of the cooling water and that of the lubricating oil for an internal combustion engine wherein a first heat exchanger cools the Water flowing from the engine and a second heat exchanger through which lubricating oil from said engineV is circulated, the heat transferring capability of which is controlled by the water flowing from said first heat exchanger. controls the-temperature of said lubricating oil; characterized by the fact that there-is combined With said first .heat exchanger, means' for oy-passing a portion of the heated water flowing from'the engine cooling system around said rst heat exchanger for delivery directly to said second heat exchanger in a heated condition to maintain the engine cooling water and the engine lubricating oil at the desired operating temperature. y
4. A system for controlling the temperature of the cooling water and that of the lubricating oil -for an internal combustion engine wherein a first heat exchangerl cools the .water flowing from the engine and a second heat exchanger through which lubricating oil from said engine is circulated, the heat transferring capability of which is controlled by the water flowing from .said rst heat exchanger, controls the temperagine lubricating on at the desired operai-.ing temperature.
5.l A system for controlling the temperature of the cooling water and that of the lubricating jwhich is controlled by the waterowing from said irst heat exchanger, controls` the temperature of said lubricating oil; characterized by the fact that therais combined with said first heat exchangena thermally controlled. means for bypassing the heated water flowing from the engine cooling system around said rst heat exchanger for delivery directly towsaid second heat exchanger'in arheated condition to maintain the engine cooling water and the engine lubricating oil at the desired operating temperature.
6. A system for controlling the temperature of the cooling water and thatof the lubricating o il for an internal combustion engine wherein a 'rst heat 'exchanger coolsthe water flowing from the engine and a second heat exchanger, the heat transferringcapability of which is controlled =by the water owing from said rst heat thereof, thus to maintain the engine lubricating oil at the desired operating temperature, and
Aineens for lay-passing a. portion of the Yheated water owing from said engine cooling system around both of said heat exchangers for delivery directly back tosaid engine cooling system, to
permit the temperatureof said lubricating oil to -be reduced it desired below the temperature of the engine cooling water entering the engine.
lli
- exchanger, controls the temperature of said lu- -liricating oil; characterized by the fact that 7. A system for controlling the temperature of the cooling water and that of the lubricating oil for an internal combustion engine wherein a iirst heat exchanger cools the water owlng from the engine and a second heat exchanger,
the heat transferring capability of which isconfor -by-passing a portion of the heated Water owing from said engine cooling system around both oi? said heat exchangers for delivery directly back to said engine cooling system, to permit the temperature of said lubricating oil to be reduced if desired below the temperature oi' the engine cooling water entering. the engine.
8. A system for controlling the temperature of the cooling Water and that of the lubricating oil for an internal combustion engine wherein a first heat exchanger cools the water owing from the engine anda second heat exchanger, the heat transferring capability of which is controlled by the water flowing from said first heat exchanger, controls the temperature of said lubricating oil; characterized by the fact that there is provided means for by-passing a portion ofthe heated water owing from said engine cooling system around both of said heat exchangers for delivery directly back to said engine cooling system, to permit 'the temperature .40 of said lubricating oil to be reduced if desired below the temperature ofthe engine cooling water entering the engine.
THOMAS J. BAY.
US481983A 1943-04-06 1943-04-06 Internal-combustion engine cooling system Expired - Lifetime US2365166A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US481983A US2365166A (en) 1943-04-06 1943-04-06 Internal-combustion engine cooling system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US481983A US2365166A (en) 1943-04-06 1943-04-06 Internal-combustion engine cooling system

Publications (1)

Publication Number Publication Date
US2365166A true US2365166A (en) 1944-12-19

Family

ID=23914171

Family Applications (1)

Application Number Title Priority Date Filing Date
US481983A Expired - Lifetime US2365166A (en) 1943-04-06 1943-04-06 Internal-combustion engine cooling system

Country Status (1)

Country Link
US (1) US2365166A (en)

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2417237A (en) * 1945-01-31 1947-03-11 Edward F Chandler Cooling system for internal-combustion engines
US2446995A (en) * 1945-10-31 1948-08-17 Thomas J Bay Engine cooling system and apparatus
US2523443A (en) * 1945-06-05 1950-09-26 Mogck Harry Device for protecting metal from corrosion
US2570418A (en) * 1948-04-21 1951-10-09 Panhandle Eastern Pipe Line Co Engine cooling system
DE1119053B (en) * 1958-04-12 1961-12-07 Daimler Benz Ag Device for regulating the temperature of a liquid heat carrier in thermal power plants, in particular internal combustion engines
US3229456A (en) * 1960-12-19 1966-01-18 Gratzmuller Jean Louis Cooling systems for internal combustion engines
US3301230A (en) * 1963-12-06 1967-01-31 Yanmar Diesel Engine Co Mounting base for rotary piston engine
US4049047A (en) * 1975-07-01 1977-09-20 Marston Excelsior Limited Liquid heat exchange system with separately compartmented make-up tanks
US4174699A (en) * 1977-12-27 1979-11-20 General Motors Corporation Engine oil processing system
US4565175A (en) * 1983-05-19 1986-01-21 Sabre Engines Limited Engine cooling system
US5220892A (en) * 1991-05-25 1993-06-22 Kloeckner-Humboldt-Deutz Aktiengesellschaft Lubricating system
ES2249094A1 (en) * 2003-07-29 2006-03-16 Valeo Termico, S.A. Oil temperature control system for vehicles with a liquid cooling circuit and method therefor
US20070227474A1 (en) * 2004-05-18 2007-10-04 Gm Global Technology Operations, Inc. Optimized Cooling System for a Motorized Vehicle
US20070266965A1 (en) * 2006-05-19 2007-11-22 Honda Motor Co., Ltd. Internal combustion engine for small planing boat
US11220950B2 (en) * 2017-05-23 2022-01-11 Cummins Inc. Engine cooling system and method for a spark ignited engine

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2417237A (en) * 1945-01-31 1947-03-11 Edward F Chandler Cooling system for internal-combustion engines
US2523443A (en) * 1945-06-05 1950-09-26 Mogck Harry Device for protecting metal from corrosion
US2446995A (en) * 1945-10-31 1948-08-17 Thomas J Bay Engine cooling system and apparatus
US2570418A (en) * 1948-04-21 1951-10-09 Panhandle Eastern Pipe Line Co Engine cooling system
DE1119053B (en) * 1958-04-12 1961-12-07 Daimler Benz Ag Device for regulating the temperature of a liquid heat carrier in thermal power plants, in particular internal combustion engines
US3229456A (en) * 1960-12-19 1966-01-18 Gratzmuller Jean Louis Cooling systems for internal combustion engines
US3301230A (en) * 1963-12-06 1967-01-31 Yanmar Diesel Engine Co Mounting base for rotary piston engine
US4049047A (en) * 1975-07-01 1977-09-20 Marston Excelsior Limited Liquid heat exchange system with separately compartmented make-up tanks
US4174699A (en) * 1977-12-27 1979-11-20 General Motors Corporation Engine oil processing system
US4565175A (en) * 1983-05-19 1986-01-21 Sabre Engines Limited Engine cooling system
US5220892A (en) * 1991-05-25 1993-06-22 Kloeckner-Humboldt-Deutz Aktiengesellschaft Lubricating system
ES2249094A1 (en) * 2003-07-29 2006-03-16 Valeo Termico, S.A. Oil temperature control system for vehicles with a liquid cooling circuit and method therefor
US20070227474A1 (en) * 2004-05-18 2007-10-04 Gm Global Technology Operations, Inc. Optimized Cooling System for a Motorized Vehicle
US7717070B2 (en) * 2004-05-18 2010-05-18 Gm Global Technology Operations, Inc. Optimized cooling system for a motorized vehicle
US20070266965A1 (en) * 2006-05-19 2007-11-22 Honda Motor Co., Ltd. Internal combustion engine for small planing boat
US7694654B2 (en) * 2006-05-19 2010-04-13 Honda Motor Co., Ltd. Internal combustion engine for small planing boat
US11220950B2 (en) * 2017-05-23 2022-01-11 Cummins Inc. Engine cooling system and method for a spark ignited engine

Similar Documents

Publication Publication Date Title
US2365166A (en) Internal-combustion engine cooling system
US3358654A (en) Engine cooling system
US4621594A (en) Single-circuit cooling system for intercooled marine engines
US4565175A (en) Engine cooling system
KR970062273A (en) Refrigerant Circulator of Combustor
US2275576A (en) Internal combustion engine
US2392723A (en) Cooling system for diesel engines
US2417237A (en) Cooling system for internal-combustion engines
US2446995A (en) Engine cooling system and apparatus
US2498637A (en) Engine cooling apparatus
US2898896A (en) Heat exchanger means
JPH03500436A (en) Cooling system for supercharged piston internal combustion engine
US2133514A (en) Engine cooling system
US2507643A (en) System for obtaining and maintaining operating temperatures of internal-combustion engines
US2376939A (en) Apparatus for the regulation of cooling in internal-combustion engines
ES531757A0 (en) PROCEDURE AND DEVICE FOR QUICK SETTING IN TEMPERATURE AND THERMAL REGULATION OF THE LUBRICATION OIL OF AN INTERNAL COMBUSTION MOTOR
GB1191473A (en) Power Unit.
US2334457A (en) Engine cooling system
US1313620A (en) Lech cammew
US1545956A (en) Internal-combustion engine
GB590573A (en) Internal combustion engine cooling system
US2482735A (en) Air-heating system
US1369639A (en) Internal-combustion engine
US1765637A (en) Cooling system for marine engines
JPS6043118A (en) Cooling apparatus for internal-combustion engine