Патент USA US2126498код для вставки
Aug. 9, 1938. 2,126,498 C. R. PATON ' Mo'roR VEHICLE Filed June >8, 1934 22222: _ 2 2 2 *w w 22222222_ _irl/5: 5’ ^ A ¿www? ‘l ELX/:75 RFATDN www; Patented Aug. 9, 193s' t' " .2,126,498 PATENT ori-‘1ct autres ' . ‘ » MUTOB VEHICLE , _Clyde B. Paton, Birmingham, Mich., assigner to Packard Motor Car. Company, Detroit, Mich., a corporation of Michigan i Application June 8, 1934, Serial No. 329,567 s claim. wl. ass-34) ` This invention relates to internal combustion engines Aand more particularly to mechanism for controlling the iiow of water or other cooling ñuld through» the cooling system cian engine of this 5 _mm _ . quently in variations of twenty to thirty degrees in the temperature within the engineI block, and the engine, of course, will not run smoothly and efficiently under these ‘temperature variations. One object of the present invention is to im- 5 _ In4 the cooling system of certain internal com prove the construction and mode of operation `bustion engines,_a by-pass is provided 'for short of cooling systems of the above character for in circuiting- the radiator when the engine is cold. temal combustion engines with a view oi elimi In such engines two `valves'controlled by a ther- ~ natlng the “hunting” action of the thermostat 10 mostat have been provided respectively for con ically controlled mechanism 10 trolling the ilow‘of the cooling iluid from the ' Another object of the invention is to provide engine through the radiator, and for controlling a cooling system of the character referred to for the ilow of said iiuid through the by-pass. When >_internal combustion engines in which the by-pass the engine is cold, the ñrst oi these valves is closed l will be maintained in open condition until the ,15 to cut oii'the -ilow of the iluid to the radiator t, cooling fluid reaches a predetermined high tem- 15 and the second ci." said valves isV open to provide perature at which the full cooling capacity of the radiator is required. Y for the free -ilow of the iiuid throughthe by Another object o1’V -the invention is to provide, pass. Under these conditions the'engine heats up rapidly and substantially as the cooling fluid Vfor such engines, mechanism for controlling the -0 reaches a predetermined. temperature, the ñrst' circulation of the cooling iiuid through the radi- 20 valve, under the Vaction of the thermostat, is _ ator and through the by-.pass having a novel con opened to allow part 0,1.' `the cooling fluid to pass through the radiator. _ A . It is desirable lthat the valve controlling the t by-pass as well as the valve controlling the cir culation through the radiator should remain in struction and arrangement of _thermo-controlled devices. " ' _ _ With the above and other objects >in view, the invention consists in a construction embodying 25 predetermined high temperature at which the the novel and improved features hereinafter de scribed and particularly pointed out in the claims, the advantages of which will be readily under full cooling capacity oi' the radiator is required. stood by those skilled in the art. open position until the cooling 'fluid reaches a ' ling the 'ny-pass is often closed when the tern-~ ’I'he invention Wlll'be clearly understood-from 30 the accompanying drawing illustrating the in vention inits preferred form_ and the »following detailed description oi' the construction therein perature of the cooling iiuid is considerably be- f shown.v 30 The valve controlling devices oi prior construc- ' tions have. not been constructed to secure this result. In such constructions the valve control low the latter'predetermined temperature.- With the by-pass closed all of the cooling fluid is passed through the radiator and the full cooling effect ‘ ~ i 1 ‘- ' In the drawing, Fig. 1 is a view partly in side r35 elevation and partly in vertical section taken longitudinally oi an engine and illustrating an of the radiator 'is obtained. In cold weather the - engine embodyingthe invention and; y „ fluid is returned from the radiator to the engine 3 Fig. `2 is a detail view in vertical section on a 40 jacket at a relatively low temperature. This re larger scale and illustrating particularly the 40._ sults in the passing of a floodV of reltaively cold Q mechanism ‘for controlling `the flow of cooling fluid from the radiator into the .engine jacket iluid through the cooling system. _ which chills >the engine and may result in the t In the construction shown in the drawing, the cracking of the cylinder walls. When the cooling 45 fluid of reduced temperature strikes the thermo stat the second valve will be opened and part of the coolingiluid from the engine jacket will then ñow through. the radiator and part of said iluid _ invention is embodied in an internal combustion . engine indicated at 2 having a water jacket com- 145‘ -prising 'a chamber 4 vextending over the head and connected by pipes 6, 8 and i0 with'the upper chamber lila oi the radiator Il. The lower ~ will be returned to the engine jacket through the > chamber of the radiator ls connected by a pipe 50 by-pass.V 'I'hls will result in an increase in the l2 with that part of the water jacket at the base 50 temperature of the cooling huid within the engine _ o1' the engine. The engine also comprises a ian jacket and often will cause the- thermostat again i3 mounted on a _shaft il driven by a belt I5 and to close the second valve. 'I'his intermittent clos a water pump I6l secured'to the inner end of the ing and opening of the valve controlling the by 55 pass, which is known as "hunting”, results fre shaft. i ' The pump IG'rotates within a pump casing Il- 55 9,126,498 2 provided with peripheral openings (not shown)` the cooling iiuid reaches the latter predeter mined temperature at which the full cooling capacity of the radiator is required. The bellows of thermostats 35 and 41 are illled leading to the space within the lower part of the engine jacket. A relatively short by-pass 2i within the engine jacket leads from the chamber 4 to the upper end of the passage I9. When the pansion and contraction of the bellows wit' changes in temperature. The setting oi' ea( thermostat is determined by the nature of th, connection between the chamber 4 and the ra diator is open, cooling ñuid passes from the fluid introduced into the bellows thereof and may be varied by varying the said ñuid. .Any suitable chamber 4 through the pipes l, l and lil to the radiator and returns to the engine jacket through the pipe I2. The iluid thence is drawn by the fluid or ñuid mixture may be employed to pro having a central opening Il connecting the casing with a passage Il, the lower .end oi' which is con nected with the pipe I2. The pump casing is pump through the opening Il in the pump cas 16 ing, is discharged by the pump through the pe ripheral openings in the casing into the space within the lower part of the engine jacket and after circulating about the cylinder walls returns to the chamber 4. When the by-pass 2l is open, iluid from the chamber 4 passes from said cham ber through the by-pass 2| into the upper end of the passage I9 and thence is drawn by the pump through opennig I l into the pump casing from which it is circulated through the engine jacket. In order to‘control the ?ow of cooling fluid from the water jacket to the radiator, a valve 22 is provided. ’I‘his valve consists of a disc ar ranged to engage a valve seat 24 formed on a supporting member 25. T'he member 25 is respectively with suitable iluids which cause ex duce the opening and closing of the respective valves controlled by the thermostats at the de sired predetermined temperatures. 4 The thermostats may be set respectively to open the valve 22 and to close the valve 44 when the cooling fluid reaches any desired predetermined temperatures. In the preferred form of the in vention, the thermostat 35 is constructed to open the-valve 22 when the cooling iiuid has reached a temperature within the normal> running tempera ture range o1 the engine and the thermostat 41 is constructed to maintain the valve 44 in open posi tion when the cooling iiuid is within this tem perature range. The thermostat 41 closes the valve 44 only when the cooling viîluid reaches a relatively high predetermined temperature above and on the pipe l to secure the said member in place. The valve 22 is secured to the upper end of a longitudinally movable stud 32 passing through a guide 34 formed on the member 25. To thelower end of the stud 32 is attached a the normal running temperature range of the engine at which the i'ull cooling capacity of the radiator is required. In actual practice the ther mostat 35 has been constructed to open the valve 22 when the cooling iiuid reaches a temperature of substantially 150° F. and to locate said valve in fully openedposition when the ñuid reaches a temperature of substantially 190.o F. The thermostat 41 has been constructed to close the valve 44 when the cooling iluid reaches a tem-perature of substantially 190° F. These settings of the respective thermostats have produced highly satisfactory results in the control of th thermostat indicated as a whole at'35 and com circulation of the cooling ñuid. mounted in the p leading from the cham ber 4 to the radiator and is provided with a series of openings 2l for the passage of ithe cooling iiuid. Said member is provided with a marginal flange 21 which is clamped _between the iianges 2l and 2l formed respectively on'the chamber 4 1 The thermostats 35 and 41 are located within prising a plate or disc II secured to the stud and the chamber 4 which is some distance below the an expansible and contractible chamber or bel lows I8 attached at its upper end to the marginal _ upper- chamber of the radiator so that they are portion of the disc which forms one end wall of at all times completely immersed in the cooling the thermostat. The lower end o_f the bellows fluid. The construction shown has the advantage Il restsupon andissecured toaplate 4l forming that, when the engine is cold, the cooling iluid, the other endwall o! the thermostat. 'I'he plate 4l forms part of a yoke 42 embracing the bellows after passing through the engine Jacket, is re turned from the top ot the said jacket to the lower part thereof in relatively short path located Il. the arms o! the yoke extending upwardly from said plate and the upper ends thereof are secured to the member 25. _ Y ' . 'I‘he flow of the cooling iluid through the by within the engine walls so that the :duid loses a minimum amount of heat in its circulation and the engine will heat up very quickly. 'I‘he ther mostats also are located within the engine jacket pass is controlled by means of avalve 44 arranged to engage a valve seat 40 at the upper end of and arecontrolled by the temperature of the fluid within the said jacket. said by--pass. This valve consists of a disc form In the preferred form of the invention above ingthe lower end wall ot a thermostat indicated g as a whole at 41 and comprising an expansible described, while the motor is cold, the thermo and contractible chamber or bellows 4l, the lower stats I5 and 41 will both be in contracted condi end ofwhichissecuredto themarginal-portion Ition, the valve 22-will be held in closed position of said disc. The upper end o! the bellows 4l is by the thermostat Il and the valve 44 will be secured to and supported by the plate 4I, said held in open podtion by the thermostat 41 all as plate constituting the other end wall >of the clearly shown in 'the drawing. Substantially as thermostat. The thermostat Il is constructed' the cooling iiuid- in the chamber 4 reaches a andarrangedtomamtainthevalve 22inclo'sed predetermined temperature,_the thermostat 3l positimwhenthemotoriscoldandtoopensaid expands and opens the valve 22 to allow the iluid from the water jacket of the engine to start circulating through the radiator, the valve mov valve when the cooling nuid in the chamber 4 reachesmbstantiallyapredetermined tempera ture. The thermostat 41 isconstructed and ar ing gradually toward fully open position. The whentheengineis cold and atalltimesafter valve 44 continues in open position when the cooling iluid is at a temperaturey within the nor mal running temperature range of the engine so duid is below a predetermined temperature higher~ than that at which .the valve 22 is opened. The u valve 44isclosedbythethermostat 41 onlywhen that part of the cooling‘iluid continues to pass through the by-pass 2| and part of said iluid passes through the radiator. 'I‘he proportions rangcdtomaintainthevalveuinopenposition vtheenginehssbeenwarxnedupwhilethecoolingv 2, 126,498 of the parts of the cooling ñuid passing through 2. An internal combustion engine comprising a water jacket, a‘radiator, pipe connections be the radiator and through the by-pass are varied automatically by the movements of either one tween the radiator and said jacket,va valve for or both of the valves between fully opened and controlling the iiow of cooling fluid through said - closed positions with the changes in temperature to maintain the Íluidwithin the normal tempera ture range. The thermostat 41 operates to close the valve 44 only when the cooling iiuid reaches a relatively high predetermined temperature pipe connections, a by`-pass for short circuiting the radiator with relation to the engine-jacket, a thermostat for maintaining the iirst valve in closed position when the engine is below a pre- ‘ determined temperature >and for opening said above the said normal temperature range of the first valve when the engine reaches said tem perature, and an independently operating ther mostat for maintaining the second valve in open position until the first valve is entirely open, and for closing the second valve when the i’irst engine. The ilow of the cooling fluid through the radia tor and through the by-pass may be varied in various ways by changes in the setting of _the thermostats to vary the temperatures at which the valves controlling the circulation of said valve‘is entirely open. 20 controlling the valve 44`insures that said valve will be maintained in-open position when the cooling fluid is below the predetermined tem will beavoided. 30 ' for controlling the flow of fluid through said by pass, and thermostatically controlled means for lopening the first valve whenthe cooling ñuid reaches a predetermined temperature, and for 25 closing the vsecond valve when said fluid reaches a substantially higher predetermined tempera ture than that eiîecting initial opening of said . The thermostats '35 and 41 are preferably ar ranged in axial alignment, and the plate 40 con 15 tween the radiator and said jacket, a valve for controlling the flow of cooling fluid through said- pipe connections, a by-pass for short circuiting 20 the radiator with relation to the engine, a valve operates independently of the thermostat 35 for Thus the “hunting” action of the thermostatic mechanism produced in prior constructions with the resultant disadvantages referred toabove _ 3. An internal combustion engine comprising a Water jacket, a radiator, pipe connections be iiuid are opened and closed. The employment of the thermostat 41 which perature at which said thermostat is set to close the valve `or below the temperature at> which -the 25 full cooling capacity of the radiator is required. - 3 first valve. _ ‘ ‘ 4. An internal combustion engine comprising@ 30 a water jacket, a radiator, connections between stitutes a common base, and the yoke 42 a com the water jacket and the radiator, a by-pass for mon support or carrier for said thermostats. short circuiting the radiator, a thermostatically 'I‘his results in a very compact arrangement of , operated valve within said -connection arranged 35 the thermostats4 and valves. -The thermostats with the yoke 42, valves 22 and 44, stud 32 and support member 25 are all assembled and se cured together as a unit and may be applied to or removed from the engine as a unit. The 40 unit is applied tothe engine by introducing the same into the opening in the upper left hand end of the chamber 4, Figs. l and 2, and positioning the same to engage the ñange 21 o_n the mem ber 25 with the flange 28. The unit is then se 45 cured in place by attaching the pipe 6. It is to be understood that. the invention is not limited to the particular construction and «arrangement of parts of the illustrated embodi ment of the invention but that the construction 50 shown and described is merely illustrative of the invention and that the invention may be embodiedlinpther forms within the scope4 of the claims. Having explained the naturev and object of the invention and having specifically described a` 55 construction embodying the invention in its pre ferred form, what is claimed is: - 1. An internal combustion engine comprising a water jacket, a radiator, pipe connections be tw'een the radiator and said jacket, a valve for controlling the ñow of cooling iluid through said pipe connections, a ‘by-pass tor `short circuiting the radiator with relation to the engine, a valve for controlling the flow of fluid through said by 65 pass, a thermostat for adjusting `said iirst valveA above a _given fluid temperature, and an inde pendently acting thermostat set to operate at a comparatively 'widely different temperature for adjusting the second valve. to close the connection when the engine is cold and to gradually'open the connection after the cooling fluid passes substantially a predeter mined temperature, and a thermostatically op erated valve in the connection for controlling the by-pass arranged to open the) by-pass when the. engine is cold and to close the by-pass when 40 the cooling fluid reaches substantially a higher predetermined temperature fully opening. the iirst mentioned valve. 5'. In an internal combustion engine, a water jacket having a chamber at the top of the en 45 gine, a radiator, an upper connection between said radiator and said chamber, a lower connec tion >between said jacket and said radiator, a y by-pass leading from said chamber to said lower connection for short circuiting îthe radiator, a 50 disc like support mounted in said chamber, a valve seat on `said support, a yoke having arms attached _to said support, a thermostat having a,l chamber attached to said support, a valve 55 secured to said thermostat chamber for engag ing said seat, a second thermostat having a chamber attached to said support substantially u in an axial alignment with said first thermostat, and a valve attached to said chamber in said sec ond thermostat, said iirst valve controlling flow 6.0 through the upper connection and said second valve controlling -flow through the by-pass and said thermostats being set to control the opera tion of said valves at substantially widely differ 65 ent temperatures. t CLYDE R. PATON.