close

Вход

Забыли?

вход по аккаунту

?

код для вставки
Sept. 24, 1946.-
2,4@,265
|_. T.' MILLER
I
AUTOMATIC DILUTION SYSTEM
Filed 061;. 3, 1942
2 Sheets-Sheet l
§\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\
u
.
lNVFENTOR'
'LESLIE T. MILLER
Sap?“ 2-411, 394%»
,
I... T. MILLER
> I
2,4®&2
AUTOMATIC DILUTION SYSTEM
Filed Oct. 5, 1942
2 Sheets-Shéet 2
INVEN TOR.
LESLIE T. MILLER
BY
'
.
' ATTOR
Y
.
2,408,265
Patented Sept. 24, 1946
UNITED STATE s PATENT‘ ‘OFFICE’
2,408,265
> iAUTOMATIC'DILUTION SYSTEM
to The
_ Leslie T. Miller, Stoneleigh, Md.,lassignor
Glenn L. ‘Martin Company, Middle River, Md., a
corporation of Maryland
Application October 3, 1942, Serial No. 460,642
h -5' Claims.) (01. 123-196)
1
cold and most viscous and liable to create ex
cessive pressures, the valve affords a Wide open
, This invention relates to a cold weather .lu-p
brication system, and is particularly directed to
by-pass around the cooler, thus protecting it from
damage. Relief valves might be used-but they
an improved system and a control valve for ac
complishing a novel result over the co-pending
do not function until the pressure builds up
while the open by-pass prevents the building up
application, Serial, Number 402,569,, filed July
16, 1941, now Patent No. 2,311,069, issued Feb
of excessive pressures.
In case of a surge of
ruary 1.6, 1943, of which this application is a
pressure, damage to the cooler might occur be
continuation in part.
fore the relief valve functions, while an open
'
In the above mentioned corpending applica
by-pass is positive protection for the cooler.
tion, a lubrication system is disclosed wherein 10
Another object is the provision of means to
the cold weather startingv of an internal com-‘
circulate the oil after the engine has stopped to
bustion engine may be facilitated by the intro
duction of a diluent to decrease the viscosity of
return the oil to thereservoir. By the circuit
disclosed in this invention, this object is made
possible,‘ and in cold climates it- may be accom
In co-pending app ication, Serial No. 414,005 15 plished with the addition of‘ a diluent and in
?led October 7, 1941, now Patent N0.'2',374,639,>
hot climates where difficulty in starting will not
the advantages ofvcontrolling and directing‘. the
be encountered, the diluent will not be added.
the lubricant.
.
,
.
I
.
flow. of oil in the lubricating system to' ensure‘
Another‘ object is the provision of means .
the safe. and. dependable operationofcthe lubri-'
wherebydiluent may be cooled before being added
eating ‘system is set forth. These advantages 20 to the lubricant in the control valve.
'
and features are also obtained ‘by the present
'A further object of this invention is to set
forth features of thehvalve wherein the above
As set forth in the co-pending applications,
object may be accomplished» and further features
this. lubrication system for an ‘internal combus
of a device‘ for, controlling the action of a flap
invention.
'
.
1
s
tion engine isa departure. from. the usual ex-; 25 on the oil. cooler in conjunction with the ad
pedients'employed for systems designed to ac-~
dition of a diluent.
_
complish a similar purpose and embo'dyseveral
novel features.
.
Further objects of the invention will become
apparent from the accompanying description of
_
The present application: sets forth novel struc
the drawings» which form a part of the disclosure
and wherein. like numerals refer to like parts.
tural features and functions of an improved
lubrication system wherein the dependability and.
In the drawings:
ef?ciency are increased by the automatic oper
ation of the elements of the system.
The difficulty of starting an internal combus
tion engine in cold climates is well known. This
system consists of adding. a diluent, such as gaso
»
'
'
weather lubrication system. -
'
‘
Fig. 2 is a view, partially ‘in section, showing
system is designed to overcome this difficulty by
providing a certain and de?nite quantity of lu
bricant of low viscosity for the engine during the
starting period. The general feature of this
I
Fig. 1 is a» diagrammatic view showing the
arrangement of the elements comprising the cold
a cooling device for the diluent line. ' ’
Fig. 3 is a fragmentary view,v partially in sec
tion, of one end of the flow control valve.’
40'
Fig. 4 is a fragmentary view, partially in sec
tion, of the'?ap control device actuated by the
line, to the lubricant in the return line from
valve.-
-
I
Fig. 5 is a diagram of the flap control'c‘ircuit.
The primary object of this invention is to- pro
Figurev 1 of the drawings discloses an engine I‘,
vide a system wherein this diluentmay be added
an oil reservoir 2, a gasoline tank 3',’ an oil. cooler
to the return line and automatically,,_by means 45. 4, and a valve 5', all inter-connected by means
the engine to the reservoir.
, I
of the ?ow control valvetcontrol the ?ow of
?uid in a predetermined manner.
of means
Another object is the provision,
v
whereby, when the diluent vis- added,
the lubricant
of- conduits, the connections and functions of
h which will be presently set forth.
The oil reservoir 2 has a Warm-up compart
ment 6v located within the main section of the
is directed through a return line to the warm-w
reservoir. This warmiu-p compartment incloses
up, compartment of the reservoir rather than the
a small portion of the ‘lubricant in'the reservoir
2,v and it is so named because theglu'bri'cant is
main’ section of the reservoir.
'
g
_
Another object is that in the construction and
arrangement of the valve; a by-passjis- always
provided when‘ the oil. is cold._ When the oil“ is
drawn from. this, small compartment to the
engine by the pump 9. during. the initial starting
amazes
3
of the engine, and lubricant is returned from the
engine to this compartment so that by circulating
this small quantity of lubricant, it reaches a high
temperature more rapidly than circulating the
whole body of lubricant in reservoir 2.
In other
Words, this compartment is called the warm
up compartment because it con?nes the‘ oil used
during the warming-up period of the engine.
Oil is supplied to the engine through conduit
4
A to the main section of the reservoir or through
the jacket of the oil cooler to the warm-up com
partment of the reservoir or by-pass the oil cooler
entirely and direct the lubricant from the en
gine to the warm-up compartment of the reser
voir. The end of such a rotary valve 27, is shown
in Figure 3 mounted for rotation in a bearing 28.
A thermal responsive bi-metallic element 29 is
shown having one end 40, attached to the casing
'1 from ?tting 8 on the lower portion of the
reservoir. Oil pump 9 forces the lubricant to 10. of the valve and the other end secured to the
shaft of valve 21. Upon variations in tempera
the engine and returns lubricant by Way 0f. 0011:
ture
the bi-metallic element will rotate the valve
duit ill to the distribution valve 5. This pump
in a predetermined mamier. The oil returning
may be driven by the engine or independently of
the engine by motor 39. It will be noted that ' through pipe I0 ?ows over the lei-metallic ele
ment 29 before it is distributed by the valve 27;
oil cooler 4 is located in an air duct II, which
thus, it will be seen that the temperature of the
has a forwardly directed opening :2.
, oil determines the position of the valve and there
on the rear portion of the air duct, is operated _
to open or close this rear portion thereby con.
trolling the flow of air through duct ii. The oil
cooler is of the conventional type having a cen
tral core for extensive heat exchange between
the oil and the cooling medium, air, and a, jacket
portion through which the oil may be directed
for partial cooling during the warming up period
of the engine.
Valve 5 is so arranged that the
lubricant returning through conduit H] can be
directed to flow through the core of the oil cooler
or through the jacket, or .by-pass the oil cooler
entirely through by-pass M of the valve. When
the return lubricant is directed through the main
portion of the oil cooler, the lubricant ?ows to
the reservoir 2 by means of pipe l5.
If the valve
directs the return lubricant through the jacket
, by thereturn path of the oil to the reservoir. A
spray nozzle 39 is positioned adjacent the bi
metallic element 29 and receives a diluent from
pipe 20. ' By this arrangement, it will be seen that
upon the operation of diluent valve 22, the dilu
ent, gasoline, will be introduced into the lubri
cant by means of the spray nozzle 35 adjacent
the bi-metallic element and, if the oil is hot, will
cool the oil in the vicinity of the bi-metallic ele
ment, thus causing the bi-metallic element to
move the valve to a position corresponding tothat
of av lower temperature lubricant. The diluted
' oil will flow from the valve to the warm-up com
partment of the reservoir by conduit I 6.
To the end of the valve 5 remote from the
diluent line 20, will be mounted ?ap control mech
anism 25. This flap control mechanism is illus~
1. trated in the valve in Fig. 4 and diagrammatically
ofv the oil cooler or through the by-pass the
lubricant will be returned to the warm-up com
in Fig. 5 and consists essentially of ya ring 33 of
partment of the reservoir by way of pipe i6.
insulating material which is inserted in the end of
An engine-driven fuel pump l1 draws gasoline
the housing of valve 5 on which are mounted con
from tank 3 through pipe l8 to the carburetor IS).
tacts 3!. These contacts are shown in Figure 5
A pipe 26 conducts some gasoline from the car
'; having intermediate resistors 34, binding post 50
buretor to the valve 5. It will be seen from. the
affords electrical connection for this series of re
drawings that pipe 20 has formed therein a loop
sistors. Binding post 49 and lead wire 48'permit
2| which projects into the air stream ahead of
contacts 35 to be connectedin the electric circuit
the oil cooler to insure the diluent being cooled.
The diluent may, of course, be conducted directly 45 shown in Figure 5. Member 46 is an insulating
collar to which contact 35, is attached and rotates
to the control valve without any additional cool
wtih shaft 32 of valve 21. This assembly in the
ing. A diluent valve 22 is inserted in line 20 to
valve housing 5 is essentially an oil immersed p0
control the flow of diluent to the control valve 5.
tentiometer.
Thus, it will be seen that the con
The diluent valve is a solenoid operated valve, the
solenoid being shown at 23, or the valve may be 50 tacts 3| can be connected in the'manner shown
in Figure 5 to operate a motor 36 which controls
controlled manually through linkage 24, .
the flap. The motor 36 ‘is operated by means of
The ?ap control mechanism 25 is shown at
polarized
relay 43 when the contact 35 of the
tached to the control valve 5 at the opposite end
potentiometer
is moved. Potentiometer 42, con
from the diluent inlet. This will be described in
tact 44 and mechanical connection 45 are part of
more detail in connection with Figure 4.
An electrically operated motor-pump unit 26 is 55 aconventional followup circuit to prevent over
control or hunting. The position of the flap is
shown which affords a means of circulating gaso
thus determined by the position of the valve 27.
line independently of the engine driven pump l1.
The di?‘iculty in starting an internal combus
Figure 2 shows the constructional details of a
tion
engine in cold weather is due primarily to the
?tting that may be inserted in line 20 which will 60
fact that the viscosity of the oil increases with a
project into the air stream and a?ord a, diluent
decrease in temperature. If an attempt is made
cooling means. As pointed out above, this feature
to start an engine with oil of high viscosity any
is optional.
3
Figure 3 shows a fragmentary view of the con
of several things may happen. ' One, the oil pump
trol valve 5 illustrating the end of the valve at 65 may circulate the oil of high viscosity and create
tremendous pressures in the oil lines and vasso
which the diluent is introduced. It should be
ciated
equipment such as the oil cooler, such
pointed out that any type of multiple control
pressures being far in excess of those for which
valve of the slide or rotary type may be used but
the oil cooler would be designed to promote
in the preferred form, a rotary valve is shown
e?icien-t
heat exchange, and ass. result, would
having multiple ports which are so arranged that
for various angular positions of the valve, ‘the 70 damage the cooler. Secondly, due to tremendous
resistance to the flow of the oil of high viscosity,
distribution functions set forth above are at~ _
the
supply of lubricant at the bearings and work
tained; that is, the valve, in response to the tem
ing parts of the engine may be inadequate to
perature of the lubricant, may’ direct, the lubri
cant through the core of the oil cooler and then 75 properly lubricate the bearing, and failure of the
engine may result. To overcome the above dif-.
$2,408,Q651
oil above 160° F. is returned to the main sec~
?culties by this invention, itispossible.toprovide
tion of the oil reservoir and below 13.0“ _F., the
oil is returned to ‘the warm-up‘ compartment of
theireservoir.‘ It‘can be. readily seen that the
an adequate quantity of diluted lubricant-in lthe
warmI-up compartment of the :oil reservoir ‘for
coldstart.
I
..
.r
.
valve may be so designed and its relation to the
.,
thermal responsive element present so that‘ the
The operation of the above described invention
is as follows: Before the engine is shut :downlithe
above described paths for the ‘various tempera»
ture ranges may be varied. 'The main purpose is
auxiliary. gasoline pump
to'insure that the valve will. direct the lubricant
diluent valve solenoid 23," thus causing the diluent - ‘ to" the warm-up compartment of the‘ oil reser
lubrication
system
in
the
to be admitted to the
' voir upon the addition of a diluent.
inlet to valve 5. ‘Since the lubricant'?owingin
It is to be understood that certain changes;
switch 31 whichstarts
operator may close electric 26
and energizes " the
'
the system at this time will be-hot, the diluent
will cool lubricant adjacent'the thermal'element
alterations, and modi?cationsmay be made in
the above described structure without departing
29 and cause the valve ‘to move ‘to a positionithat
fromv thevspirit and scope of the appended claims.
will return the oil to theWarm-up compartment
of the reservoir.
Slight cooling may cause the
oil to flow through the jacket of the oil coolerland
Iclaimas my invention:
-
‘
1. In a lubricating ‘system for an engine,:.:a
reservoir for lubricant having a warm-up com
then to'the warm-up compartment or a greater
partment, a supply conduit for conducting lubri
degree of cooling will cause the oil .to flow through
cant from‘said reservoir to said engine, an oil
the by-gpass directly to the Warm-up compart 20 cooler, a normal return conduit through said
ment. Thus, it will be seen-that the oil returned > oil cooler to the main section of said reservoir,
to the warm-up compartment 6 will be diluted,
a secondary return conduit to said warm-up
by the addition of gasoline, and a body of oil of
compartment, valve means to direct ?ow of lu
low viscosity will be. provided in the warm-up
bricant through either said normal or secondary
compartment for the next cold start of the engine. , return conduits, said valve means being operat
If the engine has been shut down so that the
ed by a thermal responsive element which is re
lubricant is not circulated by the pump driven by
sponsive to the temperature of the lubricant,
the engine, by means of switch 38, which com
means to introduce diluent into the lubricant
prises two switches 33a and 38b actuated by the
flowing toward said thermal responsive element
link 1580, the circuit of motor 39 may be closed
» to decrease the temperature of the lubricant ad
by throwing the switch tothe, “cold Weather”
jacent the thermal responsive element to move
position a to circulate the lubricant through the
the valve to direct the flow of lubricant through
system and at the same time operate the diluent
the secondary return conduit during the intro
valve and motor-pump unit 26 to add a diluent
duction of diluent.
35
as required. Thus, if the diluent has not been
2. In combination in a lubricating system for
added to the lubricant before shutting off the
an engine having an oil reservoir and an oil
engine, it is possible to add diluent without the
cooler, a thermal operated lubricant flow control
necessity of restarting the engine. A body of
' valve in said lubricating system, a thermal re—
diluted lubricant is thereby provided in the
40 sponsive element in said valve in the flow path
warm-up compartment 6 in the manner de
scribed above. If the switch 38 is thrown to the
of the lubricant for actuating said valve to di
rect ?ow through a 'by-pas's around said cooler
“hot weather” position H, the motor 39 merely
when the lubricant is cold, or through a stage
drives the lubricant pump and returns the lubri
or stages of said cooler depending upon the heat
cant to the oil tank without the addition of a
45 content of the lubricant, a member mounted ad
diluent.
jacent said thermal responsive element for ad
The operation of the ?ap control in conjunc
mitting diluent into said lubricant as it flows
tion with the motion of the valve should be ob~
around said thermal responsive element to re
vious from the description of the drawings. This
duce the temperature of the lubricant adjacent
mechanism is so designed that when maximum 50 said’ thermal responsive element to cause the
cooling is desired; that is, when the valve is
valve tov move to the by-pass position.
moved by the temperature of the oil to cause the
3. In combination in a lubricating system for
oil to ?ow through the core of the oil cooler, the
an engine, a reservoir for lubricant, an oil cooler
?ap control mechanism operates to open flap
in a cooling air duct, a plurality of return lines for
13 to permit maximum ?ow of air. During the
conducting lubricant from said engine to said
55
initial stages of warming up the engine, it is de
reservoir, one line affording direct passage from
sirable to retain the heat in the oil until enough
said engine to said reservoir when the oil is cold,
has accumulated to lower the viscosity of the oil
other lines conducting lubricant from said en
and, therefore, the oil is not directed through
gine through a stage or stages of said cooler to
the main body of the cooler, but ?ows through
said reservoir, a thermal responsive valve means
either the by-pass or the jacket of the cooler de
for directing the flow of lubricant through the
pending upon the heat content of the oil. Again,
proper return line in accordance with the lubri
due to the coupling of the flap control circuit
cant temperature, means to introduce a diluent
with a position of the valve, the ?ap assumes po
into the lubricant in the flow line ahead of the
sition to restrict the air flow and prevent heat 65 thermal responsive element of said valve to'ef
exchange and loss of heat from the lubricant.
fect a‘reduction in temperature of the lubricant
By way of example, when the temperature of
to move the valve toward the direct-?ow posi
the lubricant is below 60° F., the valve is actu
tion
and means actuated upon the movement of
ated by the bi»metallic element to direct oil flow
said valve to control the ?ow of air in the air
thr-ough'the by-pa-ss. Above 175° F., the lubri~
.
cant is directed through the core of the oil cooler. 70 duct.
4. In combination in a lubricating system hav
In the range of 100° to 140° F., the flow of lubri
ing an engine, a reservoir for lubricant, an oil
cant is through the jacket of the oil cooler. In
cooler in a cooling air duct, a plurality of return
the in-between temperature ranges, the flow is
lines for conducting lubricant from said engine
split between the paths of the two adjacent tem
to said reservoir, one line affording direct pas
perature ranges. The valve is also set so that 75
7
‘2,408,285 -
sage from said engine to said reservoir when the
oil is cold, other lines conducting lubricant from
said engine through a stage or stages of said oil
cooler to said reservoir, a thermal responsive
valve means for directing the ilowof lubricant
through the proper return lines in accordance
with the lubricant temperature, means to-intro
8
for conducting lubricant from the reservoir to
said engine andback to said reservoir, engine
driven pump means to circulate lubricant and
other engine driven pump means to pump gaso
line from the fuel tank to said engine, electric
motor-driven means to pump lubricant in said
system, and a separate electric motor-driven
means to pump gasoline independently of said
valve to e?ect a reduction in temperature of the 10 engine, electrically operated valve means inter
connecting said gasoline and said lubrication
lubricant to move the valve toward the direct
systems
adapted to be opened to introduce some
?ow position, means to cool said diluent and
gasoline into said lubrication system while the
means actuated upon the movement of said valve
engine is operating, and selector switch means
to control the ?ow of air in the air duct.
5. In combination, in a lubricating system for 15 for operating said electric lubricant and gaso
line pumps and said valve to introduce gasoline
an internal combustion engine, a tank for the
into the circulating lubricant after the engine has
storage of gasoline and a line to conduct gasoline
stopped.
to said engine, a reservoir for lubricant, conduits
LESLIE T. MILLER.
duce a diluent into the lubricant in the flow line
ahead of the thermal responsive element of said
Документ
Категория
Без категории
Просмотров
0
Размер файла
688 Кб
Теги
1/--страниц
Пожаловаться на содержимое документа