US2751186A

US2751186A - Coolant control

Info

Publication number: US2751186A
Application number: US345618A
Authority: US
Inventors: Norris W Glur
Original assignee: Individual
Current assignee: Individual
Priority date: 1953-03-30
Filing date: 1953-03-30
Publication date: 1956-06-19
Anticipated expiration: 1973-06-19

Description

June 19, 1956 Fig-/ N- W. GLUR COOLANT CONTROL Filed March 50, 1953 7 3. 4 F I i i ,1

United States Patent COOLANT CONTROL Norris W. Glur, Grandlslaud, Nebr. Application March3l); 1953, Serial1No ..3.45,618= 1 Claim. (Cl. fil -29 1) This invention relates ingeneral to valve means, and more specifically to a. coolant control for. liquid cooled internal combustion engines.

-In order thatinternal combustion engines may operate at a. peak efiiciency, it is necessary thatttheir liquid coolant be. retained between certain temperatures. In order to accomplish this, present internal combustion. engines are provided with a heat exchanger of, a sizeto. retain the coolant below the operating temperature. The. lower temperature of the coolant is retained during operation of an internal combustion engine throughv the use of thermostats. However, inasmuch asan internal combustion engine does not operate under; the samev conditions at all times it is difiicult to maintain the coolant at. an. operating temperature. Also, when. thermostats are utilized to retain a coolant above a minimum teme perature quite often such thermostats will stick in an open position or in a closed position with the result that the coolant. for an internalf combustion engine does not remain at the desired temperature.

it is therefore the primary object of this invention to provide a coolant control for internal combustion engines which may be conveniently controlled by an operator of an internal combustion engine so that. the temperature of a coolant may be manually retained. at an optimum temperature for the particular engine beingoperated.

Another object of this invention. is to provide an improved manual coolant control which. is of avrelatively simple construction and formed ofreadily obtainable material'so as to be economically feasible.

A further object of this invention is to provide an improved coolant control for internal combustion engines which is manually operated and which may be conveniently placed in water outlet fittings of existing internal combustion engines.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout, and in which:

Figure l is an elevational view of a forward portion of a conventional vehicle having mounted thereon the coolant control, which is the subject of this invention, portions of the vehicle being broken away in order to clearly illustrate the position of the various portions of the coolant control;

Figure 2 is an enlarged top plan view of a water outlet fitting utilized in the vehicle of Figure l and shows the coolant control mounted thereon;

Figure 3 is an elevational view of the water outlet fitting of Figure 2 and shows the manner in which the coolant control is manually actuated; and

Figure 4 is an enlarged sectional view taken substantially upon the plane indicated by the section line 44 2. of Figure 3 and shows the general construction of: the co'blant control.

Referring now to Figure 1 in particulanit-will. be seen that there is illustrated the front end. of a conventional vehicle. which is referred to in general by. the reference numeral 10. The vehicle 10 is powered by aninternal combustion engine 12 which is liquid cooled. The coolant, after it passes out of theinternal combustion. engine 12 is cooled in aradiator 1:4: mounted at the front end of the vehicle 10. Inorder that the coolant may be returned to the radiator 14, the internal combustion ens gine 12 is provided with a coolant or water outletfitting 16. It will be understood that the coolant is circulated through the radiator 14, the internal. combustion engine 12: and the coolant outlet fitting'ldthrough the use. of a coolant pump (not shown) which is conventional with an internal combustion engine of the type illustrated.

Referring now to Figure2 in particular,. it will; be seen that the coolant outlet. fitting 16 includes a mounting flange-18.- to facilitate securement of the coolant outlet fitting tothe internal combustion engine. 12. The coolant outlet fitting 16 also includes a curved tubular portion 29: through which a suitable coolant passes; out of the internal combustion. engine 12 and into the. radiator-14:

Carried by the coolant outlet fitting 16 is'the coolant control which is the subject of this invention; the coolant COI'ltl'Ola being referred. to in general by the reference numeral 22. As is best illustrated inv Figure 4, the tubular portion 20'of the coolant outlet fitting 16 is provided with a pair of horizontally aligned internally threaded

bores

24 and 26. Threadedly engaged in the bore 24 is a first. bushing 28' having a bore 30 therethrough; Threadedly engaged in the bore 26- is a second bushing 32' which is provided with a longitudinal bore 34 therethrough. The bores 30 and 34 are in transverse align.- ment and have received therein. for rotation a transverse shaft 36.

In order that coolant may not escape between the transverse shaft 36 and thebores 30 and' 34;,-the transverse shaft 36 has one end thereof terminating; within the bushing 28. The. outer end portion of the bushing 28 is externally threaded as. at. 38 and hasa cap 40 threadedly engagedv thereon to close the bore 3h.

It will be noted that. the bushing. 32 has. an outer end portion thereof externally threaded as at 42 and has a packing retainer 44 adjustably engaged thereon. Disposed within the packing retainer 44 and surrounding the transverse shaft 36 is suitable packing 46. it will be understood that the packing 46 tightly surrounds the transverse shaft 36 and prevents the escape of coolant through the bore 34.

Carried by that portion of the transverse shaft 36 disposed within the tubular portion 20 is a control disk 48. The control disk 48 is circular in cross section, as is the tubular portion 243 and is of a size to completely close the tubular portion 20 to prevent passage of coolant through the coolant outlet fitting 16. The disk 48 is secured to the transverse shaft by suitable fasteners 50.

in order that the coolant control 32 may be remotely actuated, the transverse shaft 36 extends outwardly beyond the packing retainer 4-4. Adjustably mounted on the outer end of the transverse shaft 36 is a generally Z-shaped crank arm which is referred to in general by the reference numeral 52. The crank arm 52 has one end thereof in the form of a split clamp 54 which is mounted on the outer end of the transverse shaft 36 for adjustment. The split clamp 54 is retained in an adjusted position to the transverse shaft 36 by a fastener 56.

The outer end of the crank arm 54 is provided with a bore through which passes a fastener 60. The fastener has a threaded end thereof threadedly engaged in an internally threaded bore 62 in a fitting 64. The fitting 64 has a bore 66 therethrough into which the fastener 60 projects. Disposed within the bore 66 and adjustably clamped to the fitting 64 by the fastener 60 is one end of a-flexible cable 68. The flexible cable 68 is mounted in a flexible housing 70.

It will be understood that the flexible cable 68 and the flexible housing 70 are of the type of construction conventionally known as a choke control in the automotive trade and the flexible cable 68 is provided at its end opposite from the coolant control with a mounting fitting 72 to facilitate mounting thereof on an instrument panel 74 of the vehicle 10. In order that the coolant control 22 may be remotely actuated, the opposite end of the flexible cable 68 is provided with a control knob 76 which is conveniently positioned by actuation by a driver of the vehicle 10.

In order that the coolant control end of the flexible housing 70 may be properly positioned relative to the crank arm 52, there is secured to the coolant outlet fitting 16 by the bushing 32 a support arm 78. The support arm 78 is generally L-shaped in outline and has a free end in the form of a clamp 80. The coolant control end of the flexible housing 70 passes through the clamp 80 and is retained in an adjusted position relative to the crank arm 52 by the same.

When the coolant control 22 is utilized, the operator of the vehicle 10, when the internal combustion engine 12 is first being started, pulls the knob 76 all the way out so as to rotate the control disk 48 to a closed position; After the coolant for the internal combustion engine 12 has warmed up to the desired operating temperature, as indicated by a temperature gauge (not shown) carried by the vehicle 10, the knob 76 is moved in wardly to rotate the control disk 48 towards an open position. By occasionally watching the temperature gauge, the operator of the vehicle through the use of the coolant control 22 may retain the coolant for the internal combustion engine 12 at the optimum tempera ture. Inasmuch as the coolant control 22 is connected to the actuator by the operator of the vehicle 10, it will be seen that there is no possibility of the control for the coolant of the internal combustion engine 12 to become inoperative so as not to reduce the desired results.

From the foregoing, the construction and operation of the device will be readily understood and further explanation is believed to be unnecessary. However, since numerous modifications and changes will readily occur 4 to those skilled in the art, it is not desired to limit the invention to the exactconstruction shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the appended claim.

What is claimed as new is as follows:

In combination with a water outlet fitting adapted for use with an internal combustion engine, a coolant control, said coolant control comprising a transverse shaft through said outlet fitting, a flow control disk carried by said shaft'within said outlet fitting, means for remotely controlling the position of said flow control disk, said transverse" shaft having ends thereof journalled in bush ings removably carried by said fitting, said shaft having one end terminating within one of said bushings, said one bushing having a cap removably secured thereto and sealing the same against escape of coolants therethrough, said shaft passing through the other of said bushings, said other bushing having packing associated therewith to prevent escape of coolants therethrough, said shaft having the other end thereof terminating outwardly of said other bushing, said means including a crank arm secured to said other end of said shaft outwardly of said bushing, said crank arm being generally Z-shaped with the free end disposed inwardly of the said other end of the shaft, a bracket clampingly supported between said fitting and said other bushing in surrounding relation to the shaft and extending outwardly in parallel relation to the free end of said crank arm and terminat ing in spaced relation thereto, and a cable secured to the free end of said crank arm and supported by said bracket for sliding movement with respect thereto for controlling said disk whereby the free end of the crank arm, bracket, and cable are disposed inwardly of the other end of the shaft. 7

References Cited in thefile of this patent UNITED STATES PATENTS 443,326 Leverich Dec. 23, 1890 1,524,865 Hughes Feb. 3, 1925 1,549,109 Goetz Aug. 11, 1925 1,644,708 Blackmore Oct. 11, 1927 2,065,167 Wirth Dec. 22, 1936 2,612,790 Moore Oct. 7, 1952 FOREIGN PATENTS 301,189 Great Britain of 1928 568,717 Great Britain 1945