US3126877A - Condensing units - Google Patents

Description

W. R. KING CONDENSING UNITS March 31, 1964 Filed Feb. 27, 1961 2 Sheets-Sheet 1 N E* m INVENTOR Wil/iam King f/M BY l ATTORNEYS NM. mm. h.

vw NM.

March 31:, 1964 w. R. KING 3,126,871

CONDENSING UNITS Filed Feb. 27, 1961 l 2 Sheets-Sheet 2 ENG/NE EX//A US 7' GAS CONBU/ T ENG INE RADIATOR 5 INVENTOR Wil/iam King ATTORNEYS United States Patent() 3,126,877 CONDENSING UNITS Wiliiam R. King, R0. BOX 2269, Longview, Tex. Filed Feb. 27, 1961, Ser. No. 91,752 17 Claims. (Cl. 12S-41.08)

This invention relates to new and useful improvements in units for condensing water vapor from engine exhaust gases for return to the engine cooling system.

The invention is particularly directed to condensing units for condensing water vapor from the exhaust gases of internal combustion engines and returning the condensed water to the engine cooling system.

In the past, there have been developed units for condensing water vapor from engine exhaust gases to provide a supplementary supply of water for the engine cooling system, but such units have not made provision for introducing the reclaimed water into a cooling system operating under an elevated pressure, for effectively preventing over-lling of the cooling system, or for eliminating the harmful effects upon the operation of the unit caused by the pressure surges or pulsations necessarily occurring in the engine exhaust gases as the engine is running.

It is, therefore, a principal object of this invention to provide an improved unit for condensing water vapor from engine exhaust gases and returning such condensed water vapor in the form of water to the engine cooling system while the latter is operating under an elevated pressure.

A further object of the invention is to provide a unit of the character described in which over-lling of the engine radiator or the engine cooling system is avoided so that undesirable results, such as the loss of anti-freeze material or other inhibiting agents from the engine cooling water is eliminated.

Yet an additional object of the invention is to provide an improved unit of the character described having novel provision for counter-acting pressure pulsations occurring in the engine exhaust and eliminating the harmful effects such pressure pulsations may cause to occur in the operation of the condensing unit.

A further object of the invention is to provide an improved unit for condensing water vapor from engine exhaust gases in which a quantity of condensed water is accumulated, following which a snap-action mechanism is caused to function whereby pressure control valves are virtually instantaneously operated for effective and positive flow of the condensed water into the engine cooling system.

Other and more particular objects will be apparent from a reading of the following description and the claims appended thereto.

A construction designed to carry out the invention will be hereinafter described, together with other features of the invention.

ri`he invention will be more readily understood from a reading of the following specification and by reference to the accompanying drawings, wherein examples of the invention are shown and wherein:

FIG. l is a longitudinal, vertical, sectional view of a condensing unit constructed in accordance with this invention and showing the unit in condition for accumulating condensed water in the collection chamber,

FlG. 2 is a fragmentary, horizontal, longitudinal, sectional view taken upon the line 2-2 of FIG. l,

FIG. 3 is a fragmentary, enlarged, sectional view of the upper portion of the collection chamber showing the mechanism in condition for flowing condensed water to the engine cooiing system,

FIG. 4 is an enlarged, horizontal, cross-sectional view showing the thermostat unit,

`bellows type thermostat 25 therebetween.

tioned, but it is to be noted that the baiiies have a sliding g ice FIG. 5 is a fragmentary front elevational view of an engine radiator showing the condensing unit mounted thereon,

FIG. 6 is a vertical, fragmentary view, partly in elevation and partly in section, illustrating a modied form of the invention, and

FIG. 7 is an enlarged, vertical, sectional view of the dip tube employed on the pressure equalizing conductor.

In the drawings, the numeral 10 designates an elongate, cylindrical, externally finned condensing chamber or enclosure having an axial bore. The enclosure 1li is formed with a slightly thickened side wall section 11 in its medial portion and is open-ended, the inlet end of the enclosure being closed by a cover plate or disk 12 bolted or otherwise suitably secured thereto and carrying an axially outwardly extending boss 13. A similar and somewhat shorter boss 14 is alined with the boss 13 and projects inwardly from the inner side of the plate 12 into the enclosure 10. A central bore 15 extends through the boss 14 and into the boss 13, terminating short of the end of the boss 13 to form a cylindrical passage opening into the interior of the enclosure 10. A small lateral passage 16 extends from the inner end of the boss 14 parallel to the bore 15 and opens thereinto adjacent the outer end or bottom wall thereof. A suitable engine exhaust gas conductor or conduit 17 is connected to a tubular bushing 18 which is received in a lateral screw-threaded bore 19 opening radially inwardly into the bore 15 intermediate the inner and outer ends thereof.

For controlling the entry of exhaust gases into the enclosure 1d as well as directing the exhaust gases in the desired manner through the enclosure, a pair of spaced and staggered baffles are positioned within the restricted `medial portion 11 of the enclosure. The first baftie 2t),

or the baffle nearest the inlet end of the enclosure, cornprises a circular disk having a lower chordal portion cut off at 21, and the second baffle 22 spaced farther from the inlet end of the enclosure is also a circular disk having an upper chordal portion cut oif at 23. The baiiies 20 and 22 are secured in spaced parallel relationship by a plurality of bolts or other suitable fastening elements 24 and clamp a temperature responsive element such as the Elongate screw-threaded bolts or rods 26 extend from the baffle 2t) to the boss 14 for holding the two baffles properly posi- At within the section 11, and hence, an elongation of the rods 26 may take place during temperature changes, the

fbales are free to shift under the resultant thermal expansion within the section 11. Engine exhaust gases are free to iiow under the lower edge of the baille 20 and over the upper edge of the baffle 22.

As shown in FIG. 4, the thermostat element 25 includes an outer pressure shell 26 securely clamped between the baies 20 and 22 and an inner bellows or diaphragm element 27 which has its interior exposed to the interior of the closure 1t) around an elongate valve rod 28 which is secured to and extends from the bottom wall of the bellows unit 27, as indicated at 29.

On the opposite end of the valve rod 23, there is mounted a valve disk 30 adapted to engage the inner face of the boss 14 to close olf the inner end of the bore 15 and thus prevent or interrupt the entry of exhaust gases into the enclosure 1d, or to be withdrawn from such engagement so as to allow such entry of exhaust gases. As will be seen more fully hereinafter, such opening and closing of the Valve 30 is controlled through the operation of the thermostat element 25.

The valve 30 carries a surge or pulsation dampener comprising a central stem 31 extending axially from the valve 30 into the bore 15 and terminating in a disk 32 having a loose slidingmlituin thenbore 15 and disposed between the exhaust gas inlet passage 19 and the outer end or bottom wall of thel bore 15. It will be noted in FIG. 2 that the diskI 32alt no point blocks the passage 16, and accordingly, thejdisfkalways has one side exposed to the exhaust gas inlet andthe other side exposed through the passage 16 to the interior of the enclosure 10. On the other hand, the valve 30 has one face exposed Vto the exhaust gas inlet and the other face exposed to the interior of the enclosure so that equal and opposite reactive forces are set up between the valve 30 and the disk 32 both as between exposure to the exhaust gas inlet and exposure to the interior of the enclosure 10 to cause the cancelling out and elimination of any pulsating forces which might be applied to the valve 3) due to the pressural pulsating nature of the incoming engine exhaust gases. This not only makes for smoother and improved operation of the valve 30, but also improved operation of the thermostat element 25.

It is desirable that the valve 30 close when the thermostat element 25 reaches a certain predetermined temperature in order to exclude additional exhaust gases and permit the interior of the enclosure 10 to cool for increased condensation of water vapor, or in the alternative, that the valve 30 have a throttling action for admitting a predetermined quantity of exhaust gases, which will vary in accordance with exhaust gas temperature, and thus maintain the interior of the enclosure 10 at the desired temperature level. Since all of the exhaust gases entering the enclosure pass upwardly between the bales 20 and 22 and around the thermostat element 25, the latter will be readily brought to the temperature of such gases, causing the fluid enclosed within the pressure shell 26' to tend to expand and exert force upon the bellows 27, collapsing the bellows and shifting the rod 28 and valve 30 toward the boss 14. Upon cooling of the thermostat element, the rod and valve will be retracted so as to permit the entry of increased quantities of exahust gas. Thus, not only are the disadvantages inherent in the pulsating nature of the engine exhaust gases eliminated or minimized to an extent at which they may be disregarded, but also, the position of the valve 30 is regulated in accordance with the internal temperature within the enclosure 10 as found suitable or desirable.

The opposite open end of the enclosure 10 is closed by a hollow cap member 33 secured thereto by suitable bolts or other fastening means 34 and clamping a circular and rather rigid gasket plate 35 to the open end of the enclosure 10. The gasket 35 carries in its lower portion an opening 36 which is relatively small in comparison to the internal diameter of the enclosure l() but of quite adequate size for the passage of exhaust gases and condensed water therethrough. An exhaust outlet 37 extends laterally and radially through one side of the cap 33 and is positioned in a horizontal plane above the opening 36 in the gasket 35.

An enclosed sump 38 depends from the cap member 33 at an elevation below the lowermost portion of the inner wall of the enclosure 10 for receiving condensed water vapors in the form of water which is allowed to drain through the opening 36 into the sump 38. At the upper end of the sump 38 a water discharge or overow nipple 39 extends into the cap 33 at an elevation near the upper portion of the opening 36 for draining from primarily the enclosure lll excessive quantities of condensed water which may accumulate therein. If desired, two or more such overiiow nipples may be employed, but one is normally sufficient.

An enclosure 40 forming a water accumulation chamber is secured to the cap 33, as by the bolts 41, and a nipple 42 extends from the lower portion of the sump 38 into the enclosure 40 terminating within the enclosure in a check valve 43 which opens into the enclosure 40 and may desirably be of the rather loosely hinged apper type. Hence, the valve 43 will permit the flow of water from the sump 38 into the enclosure 40 but will prevent the returrrfiow of Water or the transmission of other fluid under pressure from the enclosure 40 into the sump 38.

The enclosure 40 may be in the form of an upright, approximately cylindrical shape and have its upper open end closed by a cap plate 44 provided with an upstanding boss 45 on its upper surface. An air vent opening 46 opens downwardly through the boss 45 and through a bushing 47 into the upper portion of the enclosure 40, the bushing 47 having an annular recess 48 in its lower end for receiving an O-ring or other suitable seat 49. A spindle valve member 50 has its reduced shank 51 extending upwardly through the seat 49 into the bushing 47 so that upon upward movement of the venting valve Si) the vent to the atmosphere from the enclosure 40 is closed Voff.

The boss 45 also carries a nipple 52 communicating with the engine cooling system as will be described more fully hereinafter, positioned in a passage 53 extending downwardly through the boss 45 and receiving a tubular bushing 54 in its lower portion. An O-ring or other suitable valve seat member 55 rests upon the upper end of the bushing 54 and is adapted to close off communication through the nipple 52 upon engagement by a downwardly moving valve core 56 having a spindle 57 extending downwardly through the bushing 54 and terminating in a spool member 53. The lower extremity of the valve element 50 is also in the form of a spool member 59.

On the lowermost portion of the cap 33, below the sump 38, there is provided a water discharge chamber 66 having a discharge conductor 61 leading to a suitable point in the engine cooling system, and a nipple 62 communicating between the lower portion of the enclosure 4i) and the interior of the enclosure 69 through a suitable check valve 63 which may be similar in all respects to the valve 43 and which opens only from the enclosure 40 toward and into the interior of the enclosure 60. Thus, it will be seen that the check valve 63 is at all times exposed to the engine cooling system which normally is operating at a pressure above atmospheric and will constantly function to prevent reverse ow of fluid under such pressure from the engine cooling system into the enclosure 40. Accordingly, when the pressurizing valve 56 is closed and the venting valve 50 is open, the enclosure 4) will be at atmospheric pressure or at a pressure below that existent within the engine cooling system so that water recovered or obtained through condensing of the water vapors in the engine exhaust gases may drain by gravity from the sump 3S through the valve 43 and into the enclosure 4l). As will be described more fully, when the venting valve 56 is closed and 'the pressurizing valve 56 is open, the pressure existent within the engine cooling system will be brought to bear within the enclosure 40, and the water accumulated within the enclosure 4t) may therefore drain by gravity through the check valve 63 and the discharge conductor 61 into the cooling system. At the same time, the check valve 43 will prevent reverse ow of such uid under pressure into the sump 38.

For operating the valves 50 and 56, a oat or other liquid level responsive element 64 is carried within the enclosure 4t) and vertically movable therein between upper and lower positions. A fork 65 depends from the underside of the cap 44 and a lever 66 has one end pivotally connected to the lower end of the fork. A pin 67 extending upwardly from the iioat 64 is pivotally connected to the lever 66 at a point spaced from the point of connection to the fork 65, and a vertical link 68 extends upwardly from the lever 66 and is pivotally connected to the lever at a point thereon between the points of connection of the lever to the pin 67 and fork 65. A second fork 69 also depends from the underside of the cap 44 between the forkV 65 and the location of the valves 50 and 56 and has pivotally connected to its lower end a yoke member 7l) which straddles the spool sections 58 and 59 of the two valves for vertical reciprocation thereof. A toggle arm 71 is also pivotally connected to the lower end of the fork 69 extending therefrom in a direction approximately opposite to that of the yoke member 70, and a coiled tension spring 72 is connected between the free ends of the yoke member 70 and the toggle arm 71. The link member 68 has its upper end pivotally connected to the toggle member 71 intermediate the ends thereof.

From an examination of FlGS. 1 and 3, it will be seen that when the float 64 is in a lower position, the lever 66 is swung downwardly, drawing the link 68 downwardly and drawing the toggle member 71 downwardly so as to snap the spring 72 past the dead center position represented by the axis of pivoting of the toggle member 71 to the fork 69, such action resulting in snapping of the yoke 70 into its lower position, as shown in FIG. l, thereby closing the valve 56 and opening the valve 50. In this condition, the enclosure 40 is exposed to atmospheric pressure or such pressure less than that existent within the engine cooling system, and water may drain from the sump 38 through the valve 43 into the enclosure 4i). Now, as water accumulates in the enclosure 4t) and raises the float 64, the lever 66 will be moved gradually upwardly, moving the link 68 and the toggle arm 71 upwardly, until the spring 72 moves upwardly past the dead center position, thereby causing the yoke member 70 to snap rapidly and quickly upwardly to open the valve 56 and close the valve 50. Under this condition, liuid under the pressure existent within the engine cooling system is admitted to the enclosure 40, prevented from flowing into the sump 35i by reason of the check valve 43, but allowing accumulated water to drain from the enclosure 46 through the check valve 63 into the conduit 61 and thence to the engine cooling system. In this manner, provision is made for accumulating condensed water from at a pressure at which the water will flow by gravity the condensing enclosure lil to the collection or accumulation enclosure dil, while simultaneously making provision for periodic discharge of accumulated water from the collection enclosure 4i? into the engine cooling system.

The condensing unit in usual operation generally condenses more water than is required in the engine radiator, and in order to prevent the radiator from being overilled or illed above the desired normal operating level of coolant, the pressure equalizing conductor 61' is connected into the engine cooling system through a vertical tube 73, as shown in FlGS. 5 and 7, which opens downwardly through the upper wall of the upper tank 74 of the engine radiator 75 and has an open lower end which is disposed approximately at the normal water or coolant level desired in said upper tank 74. The vertical tube 73 must be so arranged as to have a portion disposed at a greater elevation than the maximum water level in the enclosure tti and consequently at a greater elevation than the maximum coolant level in the upper tank 74. While the vertical tube is shown as opening downwardly through the upper wall of the upper tank 74, it obviously could be arranged to open through the side Wall of the tank 74 at the desired level, or arranged in any other suitable fashion so long as its open lower end is positioned at an elevation corresponding to the maximum coolant level desired to be maintained in the engine radiator.

With this arrangement and assuming the water level in the radiator is below the open lower end of the tube 73, when suicient water has accumulated in the enclosure 4t) and the valve 56 has been opened, pressure will be admitted to the enclosure 40 and water will ow therefrom until it reaches the lower end of the tube, at which point water will rise in the tube only until it reaches the level of the water in the enclosure 40. Thereafter, the unit will discontinue operating until suiiicient water has been lost from the engine cooling system by leakage or evaporation to drop again thelevel in the radiator below the open lower end of the tube 73.

Assuming that the water level in the radiator is above the open lower end of the vertical tube 73 when the enclosure 40 becomes full and the valve 56 is opened there may be a momentary surge through the tube into the enclosure 40, but this will continue only until the pressure above the Water in the enclosure 40 reaches a point less than the pressure in the radiator by an amount equal to the pressure exerted by the water head in the vertical tube '73. Since the pressure in the vertical tube caused by the water head will oppose the pressure in the radiator, the pressure in the enclosure in cannot reach or equal the pressure in the radiator and water will not ow from the enclosure 40 into the radiator or cooling system until again the water level in the radiator has fallen below the bottom of the vertical tube 73.

As shown in FIG. 5, the unit amy be mounted in a suitable fashion, as by the brackets 76 carried on the upper Wall of the upper tank 74 of the radiator 75, the water discharge conductor 61 opening from the enclosure 60 directly through the front wall of the upper tank 74, while the pressure equalizer line 61 has a portion projecting above both the enclosure 4l) and the uppermost portion of the upper tank 74. The overflow nipple 39 may be connected to a drain conductor 77 leading to any desired point of disposal, and the entire assembly, if desired, may be so positioned as to receive some benet of the ow of cooling air over the outer surface of the condensing enclosure l@ which may result from the action of the cooling fan (not shown) customarily associated with the engine radiator 75. v A modied form of the invention is shown in FIG. 6 in which provision is made for increased cooling and condensing area and space for the water vapors present in the engine exhaust gases and which includes an upper, cylindrical, externally nned condenser enclosure 78 similar in most respects to the enclosure lil but having its area of internal constriction 79 disposed near the outlet end thereof. A lower condenser enclosure Sil is disposed below the enclosure 78 in parallel relationship, and a manifold cap Si connects and joins the outlet end of the enclosure 78 with the inlet end of the enclosure 80. A modified version 32 of the inlet cap l2 is provided with a supporting foot 83 which is bolted or otherwise secured to the upper extremity of a modified form 84 of the cap 33. The modilied cap 32 differs from the cap 12 only in having the supporting foot 83 and is, of course, received upon the inlet end of the upper enclosure 78. The cap 84 dilfers from the cap 33 only by having the upstanding boss 85 for receiving the supporting foot 83 and is otherwise substantially identical to the cap 33. In all other respects, the structure is the same as that previously described. Obviously, the function of the two modifications is the same, the sole difference being the provision of increased condensing areas and spaces in the form of the invention shown in FIG. 6.

It is to be noted that the pulsation dampener arrangement which has been described as well as the baffling arrangement for directing the flow of exhaust gases and thermostatically controlling the liow of exhaust gases through the condensing unit may also be utilized in conjunction with internal combustion engines which do not have pressurized cooling systems, but in which the cooling system operates more or less at atmospheric pressure. lt is also to be noted that the pulsation dampener and the valve controlling the admission of exhaust gases to the condensing enclosure need not necessarily be posi* tioned at the inlet to the condensing chamber although this is the preferred form of the invention. Accordingly, the pulsation dampener assembly and the control valve may either or both be located at other points in the condensing enclosure than the primary inlet thereto.

The foregoing description of the invention is explanatory thereof and various changes in the size, shape and 7 materials, ras Well as in the details of the illustrated construction may be made, Within the scope of the appended claims, without departing from the spirit of the invention.

What l claim and desire to secure by Letters Patent is:

1. A unit for condensing water vapor from engine exhaust gases for return to an engine cooling system including, a condensing chamber, means for admitting engine exhaust gases to the condensing chamber, means for discharging engine exhaust gases from the condensing unit, a condensed Water collection chamber, rst check valve means opening from the condensing chamber to the collection chamber, means for establishing in the collection chamber a pressure less than the pressure existent in the engine cooling system, liquid level responsive means in the collection chamber responsive to a predetermined liquid level in the collection chamber to expose the collection chamber to the pressure existent in the engine cooling system and to render inoperative the means for establishing in the collection chamber a pressure less than the pressure existent Vin the engine cooling system, and second check valve means opening from the collection chamber to the engine cooling system.

2. A unit for condensing Water vapor from engine exhaust gases for return to an engine cooling system including, a condensing chamber, means for admitting engine exhaust gases to the condensing chamber, means for discharging engine exhaust gases from the condensing unit, temperature-responsive means in the condensing chamber responsive to a predetermined temperature to interrupt the admission of engine exhaust gases to` the condensing chamber, a condensed Water collection chamber, first check valve means opening from the condensing chamber to the collection chamber, means for establishing in the collection chamber a pressure less than the pressure existent in the engine cooling system, liquid level responsive means in the collection chamber responsive to a predetermined liquid level in the collection chamber to expose the collection chamber to the pressure existent in the engine cooling system and to render inoperative the means for establishing in the collection chamber a pressure less than the pressure existent in the engine cooling system, and second check valve means opening from the collection chamber to the engine cooling system.

3. A unit as set forth in claim l, and a condensed Water overflow from the condensing chamber.

4. A unit as set forth in claim l, and a dip tube constructed for mounting in the engine cooling system, the liquid level responsive means opening to the engine cooling system through the dip tube.

5. A unit for condensing Water vapor from engine exhaust gases for return to an engine cooling system including, a condensing chamber having an engine exhaust gas inlet, means for discharging engine exhaust gases from the condensing unit, a valve in the inlet, a pulsation dampener connected to the valve and having a face exposed to the condensing chamber, a condensed Water collection chamber, rst check valve means opening from the condensing chamber to the collection chamber, means for establishing in the collection chamber a pressure less than the pressure existent in the engine cooling system, liquid level responsive means in the collection chamber responsive to a predetermined liquid level in the collection chamber to expose the collection chamber to the pressure existent in the engine cooling system and to render inoperative the means for establishing in the collection chamber a pressure less than the pressure existent in the engine cooling system, and second check valve means opening from the collection chamber to the engine cooling system.

6. A unit for condensing Water vapor from engine exhaust gases for return to an engine cooling system including, a condensing chamber having an engine exhaust gas inlet, means for discharging engine exhaust gases from the condensing unit, a valve in the inlet having one face exposed to the inlet and one face exposed to the condensing chamber, a pulsation dampener connected to the valve and having one face exposed to the inlet and an opposite face exposedY to the condensing chamber, a condensed Water collection chamber, rst check valve means opening from the condensing chamber to the collection chamber, means for establishing in the collection chamber a pressure less than the pressure existent in the `engine cooling system, liquid level responsive means in the collection chamber responsive to a predetermined liquid level in the collection chamber to expose the collection chamber to the pressure existent in the engine cooling system and to render inoperative the means for establishing in the collection chamber a pressure less than the pressure existent in the engine cooling system, and second check valve means opening from the collection chamber to the engine cooling system.

7. A unit for condensing water vapor from engine exhaust gases for return to an engine cooling system including, a condensing enclosure having an engine exhaust gas inlet, means for discharging engine exhaust gases from the condensing unit, a valve controlling exhaust entry through the inlet, a pair of spaced staggered baffles in the condensing enclosure spaced from the inlet, a temperature responsive element positioned between the baiiles, a valve operating element extending from the temperature responsive element to the valve for moving the valve toward opened and closed positions, a condensed Water collection enclosure, rst check valve means opening from the condensing enclosure to the collection enclosure, means for establishing in the collection enclosure a pressure less than the pressure existent in the engine cooling system, liquid level responsive means in the collection enclosure responsive to a predetermined liquid level in the collection enclosure to expose the collection enclosure to the pressure existent in the engine cooling system and to render inoperative the means for establishing in the collection chamber a pressure less than the pressure existent in the engine cooling system, and second check valve means opening from the collection enclosure to the engine cooling system.

8. A unit for condensing Water vapor from engine exhaustgases for return to an engine cooling system including, a condensing enclosure having an engine exhaust gas inlet, means for discharging engine exhaust gases from the condensing unit, a valve controlling exhaust entry through the inlet, a pair of spaced staggered baffles in the condensing enclosure spaced from the inlet, a temperature responsive element positioned between the bailles, a valve operating element extending from the temperature responsive element to the valve for moving the valve toward opened and closed positions, a condensed Water collection enclosure, rst check valve means opening from the condensing enclosure to the collection enclosure, a ventingvalve for establishing in the collection enclosure a pressure less than the pressure existent in the engine cooling system, a pressurizing valve for exposing the collection enclosure to the pressure existent in the engine cooling system, a snap-action assembly for alternatively opening and closing the venting and pressurizing valves, liquid level responsive means in the collection enclosure for actuating the snap-action assembly, and second check valve means opening from the collection enclosure to the engine cooling system.

9. A unit as set forth in claim V8 wherein the snapaction assembly is a toggle linkage.

10. A unit for condensing Water vapor from engine exhaust gases for return to an engine cooling system including, a condensing enclosure having an engine exhaust gas inlet, means for discharging engine exhaust gases from the condensing unit, a valve controlling exhaust entry through the inlet, a pair of spaced staggered baffles in the condensing enclosure spaced from the inlet, a temperature responsive element positioned between the bales, a valve operating element extending from the temperature responsive element to the valve for moving the valve toward opened and closed positions, a condensed water collection enclosure, iirst check valve means opening from the condensing enclosure to the collection enclosure, a venting valve for establishing in the collection enclosure a pressure less than the pressure existent in the engine cooling system, a pressurizing valve for exposing the collection enclosure to the pressure existent in the engine cooling system, a snap-action assembly for opening the venting valve and closing the pressurizing valve and alternately closing the venting valve and opening the pressurizing valve, liquid level responsive means in the collection enclosure for actuating the snap-action assembly, and second check Valve means opening from the collection enclosure to the engine cooling system.

11. A unit as set forth in claim 7, and a dip tube constructed for mounting in the engine cooling system and having an open end for exposure to the interior of the engine cooling system at the predetermined maximum desired coolant level in the cooling system, the liquid level responsive means opening into the engine cooling system through the dip tube.

12. A unit as set forth in claim 7, and a dip tube constructed for mounting in the engine cooling system and having an open end for exposure to the interior of the engine cooling system at the predetermined maximum desired coolant level in the cooling system, the liquid level responsive means opening into the engine cooling system through the dip tube, and the collection enclosure having at least a portion of its interior disposed in a horizontal plane above the open end of the dip tube.

13. A unit as set forth in claim 7, wherein the condensing enclosure comprises irst and second condensing enclosures having their interiors connected in series.

14. A unit for condensing water vapor from engine exhaust gases for return to an engine cooling system including, a condensing enclosure having an engine exhaust gas inlet passage opening thereinto, means for discharging engine exhaust gases from the condensing unit, a valve in the condensing enclosure movable toward and away from the entry of the inlet passage into the condensing enclosure, the valve having one face exposed to the inlet passage and its opposite face exposed to the condensing enclosure, a disklike pulsation dampener member in the inlet passage connected to and spaced from the valve, the dampener member having one face exposed to the inlet passage, means forming an equalizing passage for exposing the opposite face of the dampener member to the condensing enclosure, an engine exhaust gas inlet to the inlet passage between the valve and the dampener member, means for actuating the valve, and means for conducting condensed water vapors from the condensing enclosure for introduction into the engine cooling system.

15. A unit as set forth in claim l, and a vertical tube having an open lower end for mounting in the engine cooling system, the liquid level responsive means opening to the engine cooling system through the vertical tube.

16. A unit for condensing water vapor from engine exhaust gases for return to an engine cooling system including, a condensing chamber having an engine exhaust gas inlet and an exhaust gas outlet, a valve for controlling the llow of exhaust gases through the condensing chamber, a pulsation dampener connected to the valve and having a face exposed to the condensing chamber, and means for conducting condensed water from the condensing chamber for introduction into an engine cooling system.

17. A unit for condensing water vapor from engine exhaust gases for return to an engine cooling system including, a condensing enclosure having an engine exhaust gas inlet and an exhaust gas outlet, the condensing enclosure including an exhaust gas passage through which the exhaust gases flow in passing through the condensing enclosure, a valve in the condensing enclosure movable toward and away from the downstream end of the exhaust gas passage, the valve having one face exposed to the exhaust gas passage and its opposite face exposed to the condensing enclosure downstream of the passage, a disk-like pulsation dampener member in the passage connected to and spaced from the valve, the dampener member having one face exposed to the exhaust gas passage, means forming an equalizing passage for exposing the opposite face of the dampener member to the condensing enclosure downstream of the exhaust gas passage, means for admitting engine exhaust gases to the exhaust gas passage between the valve and the dampener member, means for actuating the valve, and means for conducting condensed water vapors from the condensing enclosure for introduction into an engine cooling system.

References Cited in the le of this patent UNITED STATES PATENTS 953,146 Jaubert Mar. 29, 1910 1,632,582 Barlow June 14, 1927 1,678,644 Mallory July 3l, 1928 1,728,973 Lonergan Sept. 24, 1929 2,086,441 Rushmore July 6, 1937 2,115,228 Lundquist Apr. 26, 1938 2,591,187 Nelson Apr. 1, 1952 2,921,432 Marcotte et al. Jan. 19, 1960

Claims (1)

1. A UNIT FOR CONDENSING WATER VAPOR FROM ENGINE EXHAUST GASES FOR RETURN TO AN ENGINE COOLING SYSTEM INCLUDING, A CONDENSING CHAMBER, MEANS FOR ADMITTING ENGINE EXHAUST GASES TO THE CONDENSING CHAMBER, MEANS FOR DISCHARGING ENGINE EXHAUST GASES FROM THE CONDENSING UNIT, A CONDENSED WATER COLLECTION CHAMBER, FIRST CHECK VALVE MEANS OPENING FROM THE CONDENSING CHAMBER TO THE COLLECTION CHAMBER, MEANS FOR ESTABLISHING IN THE COLLECTION CHAMBER A PRESSURE LESS THAN THE PRESSURE EXISTENT IN THE ENGINE COOLING SYSTEM, LIQUID LEVEL RESPONSIVE MEANS IN THE COLLECTION CHAMBER RESPONSIVE TO A PREDETERMINED LIQUID LEVEL IN THE COLLECTION CHAMBER TO EXPOSE THE COLLECTION CHAMBER TO THE PRESSURE EXISTENT IN THE ENGINE COOLING SYSTEM AND TO RENDER INOPERATIVE THE MEANS FOR ESTABLISHING IN THE COLLECTION CHAMBER A PRESSURE LESS THAN THE PRESSURE EXISTENT IN THE ENGINE COOLING SYSTEM, AND SECOND CHECK VALVE MEANS OPENING FROM THE COLLECTION CHAMBER TO THE ENGINE COOLING SYSTEM.

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