USRE14508E - Cooling system - Google Patents

Description

W. W. MUIR.

COOLING SYSTEM.

APPLICATION FILED JUNE 19, 1918.

Reissued Au 20, 1918.

F u-0a H To:

V STATES PATENT omen.

wnLLmeron w. min, or nanrmonn,

; r L COOLING srs'rm 14,508. Specification of leilflled Letters Patent. ReigsueQ Aug, 20, 1918.

Original in. 1,2;2327, dated I To all whdm} it mag concern:

- tion with automobile engines of automobiles .are operated through the en cooling variation of the rate. of heat generation in Be it known that I,Wnm.me'1oN.W.MUm,

a citizen of the United' States of America, residing in the city of Baltimore, State of Maryland, have invented certain new and useful Improvements in Cooling Systems, of which the following is a specification.

The difliculty of maintaining the cylinder walls of internal combustion e es at a temperature suitable to most e cient and economical operation is well understood.

This-difliculty is most important in connec- The majority tire twelve months and are subjected d the year to a variation of the temperature 0 the atmosphere, which is the cooling medium,rang1ng in the temperate zone throu 'h one hundred or more de Fahrenheit. Not only is there a very wide range of tem-' perature and therefore of efficiency of the,

medium but there is also a wide the engine as between running on a level or down hill, and hill climbing oroperating in heavy soil. 1

The usual cooling system, consisting of a water jacket and a radiator; with means for circulating the water, through both, de ends for its capacity .on the speed of circ tion and. the difl'erence in temperature between the water and the air so that to maintain any particular temperature of the water and 4 hence of the cylinder walls with a given generation of heat, which latter in' any particular engine dependsonthe amount of power enerated, it is necessary with a given size ra iator to have a constant temperature of vtheatmo'sp'here. As this of course cannot be had, it 'is necessary again to make the radiatorv a compromise between the summer and-winter requirements. Under these circumstances, the system really reaches its.

maximum efliciency only a few times during the. year, at the spring. and fall tempera Another condition which must be met and in'the meeting of which a great reduction of eificiency at present takes place, is the loss of heat from the system, while the en e is not runnin requiring a correspon ing expenditure 0' fuel and a periodxof ineflicient operation while the water is approachwhile the engine is not runmng.

unu r a, 191a, flerlallo. 188,438,!1 September a1, 1911. Application for reissue med J'une' 19,1918. Serial Io. 240,805.

ing the temperature nearing maximum eflieiency.

The object of the present invention is to provide a cooling system in which the temperature of maximum efliciency is main tained during the entire period 9f operation of the engine, substantially unaffected by the atmospheric temperature as it varies between the up system being in addition to this so arranged that there is no circulation through the radiator and practically no loss of heat To this end, I have revised the present so called water-cooled system, 11 e., the common "system-in which water is the heat vehicle,. air being the cooling medium which takes the heat from the water. In my sys-' tem, I divert the water circulation from the radiator, using the latter merely to condense the steam formed inthe system, the result-' ing water of condensation being'returned to the jacket. In order that there may be ,sufiicient surplus water in the system in case -of loss by leakage and the.like, I have in thepresent instance provided a tank of about the same capacity as the available water'space of the radiator in the old systom, the idea being that the present radiato conform to my system; The suction of the pumpis still connected to the bottom of the radiator. I preferably provide a non return 'valve .in the'pipe-to prevent back-flow of water from the jacket so that the water from the tank and jacket will not enter the radiator and become cooled when the engineis idle. This is articularly de-. sir-able in cold weather. nected to the to and bottom of the water jacket, and pre erably there is an injector nozzle in the lower connection directed to.- ward the water jacket and a bypass around .and lower extremities, the.

tors be retained and theconnections altered e tankis conthe nozzle and pump leading to the suction sothat whatever theamount of water condensed, the pump is supplied fluid and serves to circulate the water through the jackets. To regulate the capacity of the by-. pass, it may. have a suitable valve. The top of the tank is connected to the to of the radiator and the tank preferab y so ar ranged that it cannot be filled up [to the level of this connection as by placing the filling cap below the level of such connec-' tion, thus preventing the water from being carried over into the radiator with the steam.

The normal operation 15.115 follows :The

water in the system boils during normal running of the engine, practically the only loss of heat. being by condensationrthe steam is condensed in the radiator and the condensed wateris returned to the jackets by the pump.

To. prevent loss of heat from the system vwhen the engine is not running, the tank, the

water jackets and the pipes are, in the preferred form of the invention, given a pro tecting covering which may be of asbestos or an air or vacuum jacket. In this way all the heat maybe retained in the system for there is no loss through the radiator after the generation of steam stops and the temperature of the water can to a considerable degree be retained after the principle of the thermos bottle even for several days at a time. This is of great assistance instarting and is a source ofconsiderable saving of the gasolene which would under the old condi-' tions be consumed in heating the system to a fairlyeflicient running temperature. This is particularly important in cold weather.

In the accompanyingdrawing I have illustrated anengine equipped with a cooling system constructed in accordance with my invention.

Figure 1 is a vertical central section; and Fig. 2 is a cross section through the tank on the line 2, 2 of Fig. 1.

V Referringto the drawings by numerals,

the structure includes the usual cylinder casting 1, having a water jacket2, a radiator 3 of a usual construction, and above the cylinder casting, I have shown a tank 4 which, as at present advised, should be of 3 volume equal to the internal capacity of the radiator. The tank 4, as shown, is connected by a pipe 5 to the bottom of the water jacket and the connections ,6 from the top of the water jacket as shown lead'to the: bottom of the tank 4 though the arrangement and capacity of this tank may be varied within the scope of the invention. The tank 4 in fact. takes the place of the water manifold used I in the ordinary system and forms part of a continuous conduit connected to the top and bottom of the water jacket. is shown, the forward upper extremity of this conduit and of' the tank is connected by a suitable pipe 7 to the top of the radiator.

. My cooling system is adapted for use with a circulating pump which maybe of thewell-known centrifugal type, or other means for moving the water may be employed. As

shown, the suction of the ump is connected to the bottom of the radiator by a pipe 9 containing a non-return valve 10 which prevents flow of the cooling water into the 'perature of the coolin radiator and consequent loss of heat when the engine is idle. Leading from the delivery of the pump, I have shown a passage .11 terminating in a nozzle 12, which may be termed an injector nozzle. This is in the connection between the tank 4 and the water jacket and directed toward the latter. I have also provided a byl-pass 13 around the pump and nozzle, connecting the water pipe or conduit between the nozzle and the tank at to the suction 9 between the pump and the valve 10. The by-pass 13 prevents the pump fronrrunning dry with consequent in ury. to a the pump and also provides circulation even in the absence of a supply of condensed water from the radiator. I find it preferable to make the by-pass 13 of considerably less capacity than the'pipe 5 and I may also provide in the pipe 13 a valve 14 for the purpose of regulating the capacity of this by-pas. I have shown the usual fan 15 in the rear of the radiator and in place of the radiator cap, I use a pressure regulating valve or low pressure safety valve 17.

As shown, the tank 4 has its top wall in-. clined upward from the rear to the front, and the connection 7 leads from the uppermost peak of the front end to the top of the radiator. In the lower or rear part of the top wall, I have placed a filling opening 18 and cap 19 whereby it is made impossible to raise the level of tlie water in the tank above the connection 7, leaving an exposed water surfaces 20 in the tank providing for the free escape of steam to the radlator without permitting the cooling waten !to pass. The entire system, with the exception of the radiator, may, to prevent loss of heat when the en 'ne is idle or excessive cooling in cold weat er when the engine is running,

be covered with non-conducting material 21 poured in at the opening 18, the radiator is I empty; the flow from the bottom being restrained by the valve 10 and passage through the top connection being impossible due to the position of the connection 7 above the water level and above filling o ening 18. When the engine is running in t e absence of the passing of steam through the radiator for condensation, there is practically no escape of heat from the system and the temwater rises until it reaches the'boiling point. The circulation is kept up by the pump drawing water through the by-pass'13 and injecting it into the pipe 5 in the'direction of circulation. When the temperature of the water reaches boiling steam is given off from the surface 20 of the tank and passes into the radiator. As soon as it comes in contact with theaircooled surfaces ofthe radiator, thesteam is *buttoguard a ling with the water from the by-pass 13, is returned to the pi 1n the circulation as already ascribed. I

It-is clear that very soon after starting the water will reach the boiling tempera,

' tlon of steam, I have to a 1ar e extent stopfived the loss ofhcat, whlle 1s 1 ture, which is considered to be a agproximatel the temperature of greatest clency and e highest temperature at which there is no da r, with reasonable lubrication of injuring. e metal surfaces, cylinder walls, bearings, etc.,, and as this temperature. is.

the highest which can be reached in water at atmospheric ressure there is, with the s stem descri .no d fliculty in keeping t e temperature of the 'system constant and as the .water cannot beblown out or lost and all heated surfaces must remain submerged, there is no danger of b suflicient to condense the steam generated excess-pressure and injury to the ra ator due to generation under abnormal conditions of more heat than the radiator can-take"care of, I have provided the safety -valve 17. w I

In observing the operation of the s stem, it is noted that when the pumpfis isconnected with the engine runnmg,the pressure severa degrees below atmosphere When the pump is" runninglthe variations of temperature of the atmosp ere in the air or steam space is increased fromnections over the water drops slightly below .rature is reducedatmos here and the tem ejboiling point at have no perceptible efiect on the system.-

radiator used in absolutely an increase of tem tion and safe as to Even by immersing the radiator in ice water, no important ch cant has had 0 portunity to observe, the

off the s lus heat and maintain the system at or slig tly below the point at, atmospheric pressure. The presence of the vacuum operates as a safe guard to prevent m beyond whatisfavorable for e cient opera:

the metallic surfaces.

g It is well understood that the internalcombustion engine is a heat engine and that the heat given out from the cooling system" temperature of the engineconstant so that "or destruction by over-heatlng. The radiatorx ordinarily provided for cooling is amply of pockets of steam aroun afterthe stem has'been isproduced, showin that under all con 'tions "which the apph-h way is suficient to carry e the excess of heat generated in the cylinder the posibility of injuring the other factors, as carburization and-the hke, can be regulated to their highest degree of efliciency for this constant temperature, I have not only increased the possible fuel econom but the capacity in power .generation of e engine.

By preventing the flow of the cooling water mto the radiator and confin" the operation of the radiator to the con e a a definite A predetermined temperature is reached, or after this temperature is reached said fluid is allowed to partially circulate throu h the radiator. In either case it often appens that heat is put into the sys-,

-tem faster than it is extracted therefrom.

This ultimately causes the water to boil unless one is careful to prevent it, and then 'both steam and water enter the radiator, where a partial separation takes place between-the water and the, generated vapor.

' But this boiling causes the pressure to acthe formation those parts of the water jacket which it is most essential to'cool, because they are-the hottest. The objections arising from the above conditions are well known and need not be detailed here. Suflice it to say that precautions are always taken to revent the cooling fluid from reaching its iling point.

, In the present system, on the'other hand, the cooling fluid is intentionally caused to boil, and it must give 011' vapor before any heat can be taken from the system. .When the boiling, point is reached, the latent heat of vaporization is given out to theradiator cumulate, thus encouraging was" due to the condensation of the vapor, and 1 is readily extracted. Inthis invention no 'fluid is intentionally passed into the radiamarized as follows:-

(a) Since the radiator actsasa con under a maximum load it will have a temperature of approximately 212 F. over its whole surface, which is, say, 30f or 40 above limits under certainconditions, the greater Q minimum the temperature it would ordinarily have were it acting as a water cooler in the prior systems. This very great difference in temperatures-greatly increases the capacity of a given radiator.

(1)) Great trouble is experienced with prior systems due to corrosion of the radiator cores. Especially is this true in alkalic regions in certain parts of this country and with the use of alkaline waters. In my system these troubles "almost disappear, for only distilled water passes through said cores. a

(c) The necessity for a shutter to control the amount of air, flowing through the radiator largely disappears, forthe radiator never operates as acondenser to extractthe excess of heat generated in thecylinder, unless thejacket fluid substantially reaches the boiling point, and then the radiator only ex tracts the excess of heat which was involved in the vaporization.

(d) Danger of eliminated, because the radiator normally contains very little liquid, theqcondensate being removed as fast as it is formed. In the prior systems, as is well known the jacket water may be hot and yet, if the air is cold enough, the fluid in the radiator may freeze with damaging results.

(e) No matter how the temperature of the air may change, the jacket fluid remains at its boiling point. Therefore, .the. operation of the engine is practically uniform during hot summer days as well as during cold winter weather.

(f) If the system is kept tight, there is a loss of fluid, and therefore a car can drive much farther through desert countries, than with the prior systems. a v

It is well knownthat the higher the temperature of the cylinder wlthin certain will be theefiiciency of internal combustion engines, and that, therefore for this rea son alone it is very desirable to raise the.

normal working temperature of such engines. In this system, the normal work ing temperature being not only substantially constant, but also considerably hi her than in the prior systems, a greater e ci-.'

ency results.

' It should further be pointed out that the foregoing advantageous results could not be attained unless there was provided a forci-. ble continuous circulation of the cooling fluid through the 'acket, for otherwise there is a tendency to orm steam pockets at the hottest places. 'Furthensasimthe here, there should be provided.

maintain the cylinders t atan even ftempera culation would be insufiicienn unless prac tically all the vapor given oif can be immebeing freezing is practically .t fie nt q et I tit f such circulatmg fluid, in; order,

diately separated from the jacket circuit and condensed, as is alsothe case" here. And, further, no substantial amount of fluid should-be carried over with the vapor, or at least no amount that would be suflicient to prevent substantially all the vapor from condensed. This condition is likewise provided for/in this invention. a i

I have thus described my invention specifically and in detail in order that its nature and operation may be fully understood; however, the specific terms herein are used descriptively rather than in their limiting sense and the scope of the invention is defined in the claims. a

I claim:

1. In a cooling system for internal combustion engines, a water jacket, a pump connected to the top and bottom of the Water jacket, "a radiator, means connecting the top of the radiator to the rest of the system above the water level, a connection from the bottom of the radiator to the suctionof the pump,and means for preventing flow through said connection toward the radiator.

2. In a cooling system for internalcom-.

bustion engines, a water jacket, a pump connected to the top and bottom ofthe Water jacket, a radiator, means connecting the top of the radiator to the rest of the system "above thewater level, a connection from the bottom of the radiator to the suction of the pump, means for preventing flow through said connection toward the radiator, and a by-pass from the suction .to the delivery of the pump. i

for internal com.-

3. In a cooling system bustion engines,- a water jacket, a pump connected to the top and bottom of the water jacket, a radiator, means connecting the top of the radiatorto the rest of the system above the water level, a connection from the bottom of the radiator to the suction of the pump, means for preventing flow through said connection toward the radi-- ator,fland a safety'valve in the top of the radiator. y

4. In a cooling system for internal combustion engines, a water jacket, a. pump connected to the top and bottom of the water jacket a radiator, means connecting the top of the radiator to the rest of the. j system above the water level, a connection from the bottom of the radiator tothe suction ofthe pump, means for preventing flow through said connection toward the radiator, and a. filling opening in the system below the top radiator connection.

5. In a cooling system for internal combustion engines, "a water gjacket, a pipe connected to the top and bottom of the water jacket, a" radiator, means connecting the pipe to the top of the-radiator above the leve of liquid in the system, a connection from the bottom of the radiator to the firstflow from the bottom of the radiator toward bottom of the water jacket, and a filling opening below the top radiator connection.

7. In a cooling system for internal combustion en ines, a water jacket,a pipeconnected to e top and bottom of the water jacket, a radiator, means connecting the pipeto the top of the radiator above the level of liquid in the system, a connection from the bottom of the radiator to the'firstmentioned pipe, a non-return valve in said connection, means for setting up the flow from the bottom-of the radiatortoward the bottom of the water jacket, and a safety valve in the'to of the radiator.

8. In' a coo mg system for internal combustion engines, a water jacket, a ipe connected to the top and bottom of t e water jacket, a radiator, means connecting the pipe to the to of the radiator above the level of the liqui in the system, a connection from the bottom of the radiator to the first .men-

I tioned pipe, anon-retum valve. in said connection, means for setting up the flow from jacket so that the radiator contains only steam and the waterin the jacket is maintained 1a boiling.

10. In a cooling system for internal combustion engines, a water jacket, a conduit connecting the top and bottom of the water jacket, a pump with its delivery in said conduit, the discharge being directed toward the lower portion of the water 'acket, a radiator ha its top connec conduit above nection with the system to create a a radiator; means connecting the ter, jacket, a radiator hav' a radiator having its top connected to em to said v 'e water level, and a connec.-. 'tlon from the bottom of the radiator to the pnm the operation of the pump in con-- jacket,

ht vacuum over the water and in the iator whereby the temperature of the sboilmg sli ra tem is maintained slightly below the point at atmospheric pressure,

11. Ina cooling system formternal combustion engines, a water jacket, a conduit connecting the top;and bottom of the water jacket, a reservoir included therein, a pumpwith its delivery said conduit and directed toward the lower portion of the waits top connected to said conduit above t e water level, a connection from the bottom of the radiator to the suction of the pump, and a non-return valve in said connection.

12. In a cooling system for internal combustion engines, a water jacket, a conduit connecting the top and bottom of the water jacket, a reservoir included therein a pum with its delivery in said conduit and direc toward the lower portion of the water j conduit above the water level, a connection from the bottom of the radiator to the suction of the pump, and. a filling cap below the waterlevel in the conduit.

13. In avcooling system for internal combastion-engines, a water jacket, a conduit connecting the top and bottom of the water jacket, a reservoir included therein,- a pump with its delivery in said conduit and (11 rected toward the lower portion of the water jacket, a radiator having its top connected to said conduit above the water level, a connection from the bottom of the radiator to the suction of the-pump, and a by-pass leading from the conduit above the pump dev livery to the suction of the pump between the pump and the non-return valve.

14. In a cooling system for internal combustion engines, a water jacket, a conduit connected to the top and bottom of the water jacket, a connection from the radiator to the I conduit above the. water level in the conduit, a. connection from the bottom of the radiator to the conduit, and means for drawing water from the bottom of the radiator: and discharging it into the conduit.

15. In a coohng system for internal com- 'bustion engines, a water jacket, a conduit connected to the top and'bottom of the water jacket, a connection from the radiator to the conduit above the water level in the conduit, a connection from the bottom of the radiator to the conduit, means for drawing water from the bottom of the radiator and dischargin it into the conduit, and a non-return va ve therein.

16. In a cooling system for internal combustion engines, a water jacket, a conduit connected to the top and bottom of the water a connection from the radiator to the conduit abovethe water level in the conduit, a connection "from the bottom of the radiator to the conduit, means for drawmg a above the water level, and a-connection from :6 condensed and returned to said circuit, subwater from the bottom of the radiator and discharging it into the conduit, and a bypass around said means.

17. In a cooling system'for internal com bustion engines, a ,watervjacket, a pump connected to the top and bottom of the water.

jacket, a radiator,means connecting the top of the radiator to the rest of the system the bottom of the'radiator to the suction of the pump.

18. In a cooling system for internal combustion engines, the combination of a circuit,

adapted to contain a vaporizable cooling flui including a jacketand means adapted to separate from said fluid substantially all the vapor formed; means for positively circulating said fluid through said circuit, a condenser for said formed vapor; and connections respectively" associated with said condenser and circuit adapted to normally, substantially exclude said fluid from said condenser while permitting said vapor to be s'tantially as described.

19. In a cooling system for internal combustion engines the combination of a circuitincluding a jacket adapted to normally contam a vaporizable fluid substantially at its boiling point circulating means adapted to this 14th (13 of June, 1918.

forcibly and'continuously circulate said fluid through said circuit at substantially the same temperature throughout; separating means adapted to separate from said fluid substantially all the vapor formed;'a condenser for said formed vapor; and connectlons respectively associated with said cir culating and separating means, adapted to normally substantially exblude said fluid from said condenser, While permitting said vapor to be condensed and returned to said circuit, substantially as described.

20. In a cooling system for internal combustion engines the combination of a jacket and circuit adapted to normally contain a vaporizable fluid substantially at its boilin point; means, comprising a. pump adapte to forcibly and continuously circulate said fluid through said jacket at substantially its boiling temperature throughout said circuit;

separating means adapted to separate from said 'fluid substantially all the vapor formed; avcondenser for said formed vapor; connections to said condenser respectively associated with said separating and circulating means, adapted to normally exclude substantially all of said fluid from said condenser, while permitting said vapor to be condensed and returned to said circuit; and

a by-pass between said circuit and one of said connections, substantially as described. Signed by me at Baltimore, Maryland,

LLINGTON w. MUIR.

Images