US2507643A

US2507643A - System for obtaining and maintaining operating temperatures of internal-combustion engines

Info

Publication number: US2507643A
Application number: US776317A
Authority: US
Inventors: Oaks Orion Ottis
Original assignee: THERMAL LIQUIDS Inc
Current assignee: THERMAL LIQUIDS Inc
Priority date: 1947-09-26
Filing date: 1947-09-26
Publication date: 1950-05-16
Anticipated expiration: 1967-05-16

Description

May M, 1950 o. o. OAKS 2,5@7@43 SYSTEM FOR OBTAINING AND MAINTAINING OPERATING TEMPERATURES OF INTERNAL-COMBUSTION ENGINES Filed Sept. 26, 1947 Patented May 16, 1950 SYSTEM FOR OBTAINING AND MAINTAIN- ING OPERATING TEMPERATURES OF IN- TERNAL-COMBUSTION ENGINES Orion Ottis Oaks, Summit, N. 1., assignor, by

Liquids,

mesne assignments, to Thermal New York, N. Y., a corporation oi. Delaware Application September 26, 1947, Serial No. 776,317

Claims. 1

This invention relates to a system for obtaining and maintaining operating temperatures of internal combustion engines during non-operating periods and more particularly to such systems in which heat is also provided for auxiliary equipment normally associated with internal combustion engines to maintain such equipment at operating temperatures. More particularly this invention relates to such a system in which a particular class of chemical compounds, the tetra-aryl ortho silicates, are used as the heat transfer medium to maintain desired temperatures.

Heretofore much difficulty has been experienced in the operation of internal combustion engines in cold regions and especially the arctic and antarctic because during non-operating periods the intense cold will freeze moving parts of the engine and much labor and time must be then expended to thaw out the engine. Many expedients have been suggested to overcome these dificulties including various types of portable heated enclosures to be placed about the engine during non-operating periods but all of these have serious defects and it appears to be standard practice to leave engines at idling speeds even-when notin use to maintain their operatin; temperatures 1 last --practice is. most "ineiiicient 'becausaof fuel consumption and -.en-' gine wear.

T have found timrii zu nigtnecetra-arylertho 1 r e bodimentsvone of which isshown in the actem for obtaining and maintaining oP- silicates as theheat --transfer mediuma- -syse sew? Ihe tetraaryl ortho in of chemical compounds at approximately 600 F. and may still be circulated at "60 1'. Between these temperatures .these compounds provide an ideal heat transfer mediumhaving no vapor pressure upon heating up to 600 F. and hence requiring no special type of equipment for its use. Below --60 F. these compounds become more and more viscous with no change in volume, as is the case in the freezing of water. They will readily absorb heat even when in very viscous condition and as the temperature rises they become more and more fluid and easy to circulate. Hence a system employing these compounds as the heat transfer medium need have no special design to withstand internal pressures and may be constructed of the lightest pos- H in accordance with the overcomeszali of sible materials. Further, such a system may be allowed to cool to external temperatures below F. and operating temperatures may be readily and economically obtained by a local heating of the tetra-aryl ortho silicate and thereafter circulating the heated tetra-aryl ortho silicate through the system.

It is accordingly an object of the present invention to provide a novel system for obtaining ating temperatures by application of heat to the heat transfer. medium.

Another object is to provide such a system which will require no special apparatus or parts i and which may be made of the lightest possib material.

Other and further objects of the present invention will appear'iromthe iollowing description. 7 invention is compan'ying -drawlngand is. rdescribedihereaiter to-"iIlus'trate-the invention. should in no "had to the appended purpose. a

the drawing. an inteinai combustion "engine fisshownf T s 8 'tionary It is to'pe understoodthat the 1 I system :ofxmy "invention may also beapplied to all type's'of internalcombustion-engines in all types of vehicles, aeroplanes or boats and that the system may also be applied toall type of equipment normally associated with an internal combustion engine some of which are more or less schematically shown in the drawing. Engine III is provided with a crankcase II and intake and exhaust manifolds l2 and I3, respectively, and may be provided with the usual cooling jackets in the engine block and engine head. not here shown. These jackets are connected by pipes l4 and I! in the conventional way to a conventional radiator l6 conventionally cooled by fan l1. Radiator I8 is connected by pipe ll capable-01 1 1? mechanical w beaconstruedy sneflningor'l to a conventional circulating pump ll driven by engine ll. Pump II is connected totheengine jackets by pipe 20. The engine Jackets, radiator and piping are filled with tetra-aryl ortho silicate and since this system is preferably, though not necessarily, a closed system it may be provided with a suitable pressure and vacuum responsive relief valve 2|.

Suitably arranged adjacent engine II is a heater 22 for tetra-aryl ortho silicate. Heater 22 may be heated by any suitable means as by gasoline, oil, electricity or even coal or wood where expedient and may be heated by selfcontained heaters such as blow torches and the like. Heated tetra-aryl ortho silicate is taken from heater 22 by pipe 23 and delivered to coupling 2|. Manually operable flow control valve 25 is connected to coupling 24 and is connected to heating coil 28 which heats conventional engine starting and ignition battery 21. Coil 2! is connected to return piping 28 which terminates at coupling 29. Coupling 29 connects to return side 30 of heater 22.

- Pipe 3| leads from coupling 2! to coupling 32 and manually operable flow control valve 33 connects to coupling 32. Pipe 34 leads from valve 33 to coupling 35 and pipe 36 leads from coupling 38 to heating coil 31 heating a conventional internal combustion engine carburetor shown schematically at ll. Coil 31 is connected to return pipes 39 and It, pipe in connecting into coupling 2!. Pipe Ii connects pipes ill and II. Pipe 42 communicates with coupling 32 and leads to coupling 43. Pipe 44 leads from coupling 3 to coupling 45 and pipe 46 leads from coupling II to manually adjustable flow control valve l1. Valve 41 isv connected by pipe 48 to pipe I. Manually adjustable flow control valve 49 is connected to coupling ll and is connected by pipe II to a suitable heating coil 5| arranged in crankcase II to heat the lubricating oil therein. Coil Ii is connected by pipe 52 to the return side oi heater 22.

Pipe 53 connects at one end to coupling 3 and at its other end to coupling 54. Pipe I5 leads from coupling 54 to manually operable flow control valve which valve is connected to a suitable heater 5'! for heating the interior of the vehicle. engine enclosure or the like. The exhaust side of heater 5! is connected by pipe II, coupling is and pipe it to pipe i8. Manually operable flow control valve ii is connected to coupling 54 and pipe 62 leads from valve 6| to a suitable de-icer 63, as when the system is applied to aircraft, and the exhaust side of de-icer i2 i connected by pipe 84, coupling 65 and pipe 6 to coupling 8..

The system as above described is filled with tetra-aryl ortho silicate and is preferably, though not necessarily, a closed system. An expansion tank 61 is therefore supplied for the tetra-aryl ortho silicate to compensate for expansion and contraction of the same upon heating and cooling. A suitable pressure and vacuum responsive relief valve 68 communicates with tank I and tank 61 is in communication with high points in the system through pipes 69 and II which conmeet to couplings 35 and 85 respectively.

With the embodiment of my invention set up as above described suppose that engine I. and its accessory devices have cooled to outside temperatures even below 60 F. At such temperatures the engine would normally be immovable. Heater 22 is fired and the tetra-aryl ortho silicate therein heated. As the temperature of the tetra-aryl ortho silicate rises in heater 22 it becomes more and more fluid and rises in pipes 28 and II and 4 flowing through pipes 44 and it passes through radiator l6 and through pipes I8 and 20 to the engine jackets raising the temperature of engine ll. Meanwhile heated tetra-aryl ortho silicate has passed through coil 26 and pipe 2. to heat battery 21; has passed through valve 4! and pipe 50 to heat coil 5i and the lubricating oil in crank case II; and has passed through valve 23 and pipes 34 and 36 to coil 31 to heat carburetor It and has returned from coil 31 through pipes 3| and to heater 22. As the first consideration at this time is to raise the temperature of engine ll, valves 56 and Cl are closed so that heated tetra-aryl ortho silicate will not be diverted to space heater 5'! and de-lcer it.

When the temperature of engine I II and that of the oil in crankcase I I have reached operating temperatures engine ll may be started and ilring of heater 22 maybe discontinued. Thereafter the tetra-aryl ortho silicate is heated in the Jackets of engine II by acting as the cooling medium for engine II and is taken from the engine jackets through pipes N and 48 and distributed through the rest of the system as described. Heater 22 may be used to further heat the tetraaryl ortho silicate when engine II is in operation when required.

When engine I I is operating at normal running temperatures valves 56 and ii may be opened as desired to supply heated tetra-aryl ortho silicate to space heater 51 and de-icer OI, pipes 84. t8 and I returning the tetra-aryl ortho silicate to the engine jackets.

When engine II has been operating and it is desired to shut down but maintain operating temperatures heater 22 is tired and heated tetraaryl ortho silicate is circulated from heater 22 throughout the system as long as engine It is not running. Heater 22 may be controlled to give desired temperatures for the tetra-aryl ortho silicate.

' The several manually operable flow control valves may be adjusted as desired to provide rates and volumes'of flow in the various parts of the system as conditions may require and the amount of cooling of the tetra-aryl ortho silicate in radiator it may be controlled to provide desired ensine operating temperatures in the conventional way. The circulation of tetra-aryl ortho silicate by pump I i may also be adjusted as desirable.

It is now apparent that by the present invention I have provided a novel system for obtaining and maintaining internal combustion engine operating temperatures which utilizes a particular class of chemical compounds, the tetra-aryl ortho silicates. as the heat transfer medium: in which auxiliary mechanisms usually associated with an internal combustion engine are brought to and maintained at operating temperatures; by which internal combustion engines no matter how cold can be emciently and readily brought to operating temperatures; which requires no special apparatus or parts; and which may be made of the lightest possible material.

Changes to or modifications of the above described illustrative embodiment of my invention may now be suggested to those skilled in the art without departing from my inventive concept. Reference should therefore be had to the appended claims to determine the scope of this invention.

What is claimed is:

1. In a system for obtaining and maintaining operating temperatures for an internal combustion engine provided with a crankcase for lubrieating oil and a cooling system including engine jackets, a radiator, a circulating pump and an organic silicate as the heat transfer medium in the cooling system, a heater for the organic silicate, means for connecting the supply side of said heater to the cooling system adjacent the radiator, means connecting the return side of said heater to the cooling system adjacent the pump, a heating coil for the lubricating oil in the crankcase and means in communication with said heater and with the cooling system for circulating heated organic silicate through said coil.

2. In a closed system for obtaining and maintaining operating temperatures for an internal combustion engine having a crankcase and a cooling system filled with an organic silicate, a heater for the organic silicate, means for circu lating heated organic silicate from said heater through the cooling system and for returning the organic silicate to said heater, a coil for heating the crankcase, means connected into said first named circulating means for circulating heated organic silicate through said coil and expansion means for the organic silicate connected into said circulating means.

3. A system as defined in claim 2 in which the internal combustion engine is provided with a carburetor and a battery, a heating coil for the carburetor, a heating coil for the battery, and means for connecting said last named coils into said first named circulating system.

4. A system as defined in claim 2 which is constructed and arranged so that when engine operating temperatures have been reached said heater may be discontinued and the heated organic silicate from the cooling system may pass through said circulating means to maintain engine operating temperatures.

5. A system as defined in claim 2 in which a de-icer and a space heater are associated with the internal combustion engine, heating means for the de-icer, heating means for the space heater, and means for connecting said heating means into said first named circulating system.

ORION OTTIS OAKS.

REFERENCES crrEn The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,357,598 Thompson Nov. 2, 1920 2,021,569 Pasco Nov. 19, 1935 2,367,197 Caldwell Jan. 16, 1945 2,399,941 Resek May 7, 1946