US2161942A - Cooling system for internal combustion engines - Google Patents

Description

June 1939. E, ZQERLElN 2,161,942

COOLING SYSTEM FOR INTERNAL COMBSTION- ENGINES Filed Jan. 15,1938

1N VENTOR f e m A TTORNEYS.

Patented June 13, 1939 UNITED STATES PATENT OFFICE Emil Zoerlein, Dearborn, Mich., assigner to Ford Motor Company, Dearborn, Mich., a corporation of Delaware Application January 13, 1938, Serial No. 184,784

l Claims.

The object of my invention is to provide a cooling system especially adapted for internalcombustion engines when used in industrial installations. In such installations it is very desirable that the conventional radiator and fan be eliminated because the fan consumes between one and two horse power and produces considerable noise in operation. In the past installations have been provided in which the radiator and fan were eliminated, but in these installations the cooling water was conducted directly to the engine cylinder block. These units did not prove satisfactory because the cold cooling water produced cold spots in the engine which caused warpage of the engine cylinders and'also produced ineicient combustion in those cylinders adjacent to the cold Water inlet. It will be readily apparent that if in such installations the amount of cold Water is restricted sufficiently to maintain the adjacent cylinders at an operating temperature, the cylinders further away from the inlet will overheat. It is, therefore, the purpose of my invention to provide means for introducing cooling water into the engine cooling system in such manner that it cools all of the cooling medium in the engine before the water is fed to the cylinder blocks.

A further object of my invention is to provide a cooling system as above described in which the introduction of a small amount of cold water circulates a relatively large volume of cooling water through the block, the volume of water circulated being many times that of the volume of cold water introduced into the system. In this way a large volume of warm water is forced rapidly past the heated cylinders and valve chambers to thereby prevent cold spots in any part of the motor and still adequately conduct the heat away from the motor.

Still a further object of my invention is to provide a thermostatically controlled means for regulating the flow of cold water into the cooling system to thereby maintain a uniform operating temperature for the engine under all loads.

Still a further object of my invention is to provide a motor, as above described, having a manually operated means in conjunction with a thermostatically controlled cold water inlet so that the operator may introduce cold water into the system, irrespective of the position of the thermostat. In this manner the operator may lill the cooling system while the engine is not operating. This function is necessary in connection with a thermostatically controlled water inlet because after the various hose connections Cl. 12S-178)V are made the system must be filled with water to initially place the engine in operation. If this is not done heat will not be conducted to the thermostat so that it will not register the temperature of the motor. The thermostat under these conditions will not open up to allow the introduction of cold water when the motor temperature rises above its normal operating temperature. With the manually operated valve shown, the system may be filled with cold water before the engine starts and then the thermostats will function to maintain the motor at a predetermined operating temperature.

With these and other objects in View, my invention consists in the arrangement, construction and combination of the various parts of my improved device, as described in this specification, claimed in my claims, and illustrated in the accompanying drawing, in which:

Figure 1 is a side elevation of a V-type eight `cylinder motor having my improved cooling system installed thereon.

Figure 2 is a front elevation of the installation, shown in Figure l, the cooling water manifold associated therewith being shown in vertical section to better illustrate the construction.

Figure 3 is a sectional view, taken upon the line 3 3 of Figure 2, and

Figure 4 is a sectional view, taken upon the line 4-4 of Figure 2i Referring to the accompanying drawing, Il

have used the reference numeral Il] to indicate the cylinder block casting of a V-typ'e eight cylinder motor. to the forward end -of the block III, which brackets serve both as supports for the front end of the motor and as Water inlets for the respective blocks of the motor. Cylinder heads I2' are bolted over the outer ends ofthe cylinders in the conventional manner, each of which heads is provided with a water outlet flange I3. Cooling water is circulated through the `motor in the conventional manner; that is,- it enters the cylinder blocks through the inlets II and then circulates around the four cylinders in each blockl and then enters the cylinder heads I2. The water is then discharged through the outlet anges I3. A valve chamber cover plate I4 is bolted over the upper central portion o-f the block IIJ, which plate not only encloses the valve chamber but also serves normally to support a generator and fan assembly. The generator and fan are not used in this installation but a cooling water manifold is bolted to the cover plate instead. My improved manifold is secured by a A pair of brackets II are `bolted` irsl bolt I5 to a forward vertical face on the cover plate I4.

-My manifold is preferably formed as a casting which extends transversely across the top of the motor. A cold water passageway I6 extends from one end of the manifold therethrough to the center of the motor, while directly beneath the passageway I6 a distributing passageway I1 is Yprovided which extends the length of the w'manifold. A Warm water circulating passageway I8 extends transversely across the manifold beneath the passageway I1.

It will be noted from Figure 2 that tubes I9 extend from the respectiveends of-the manifold rdownwardly to the brackets II, the upper ends of tubes I9 communicating with the respective `ends of the passageway I'8'whil'e their lower ends Vbers VI'I I' tothe lcylinder blocks. In order to circulat'ejthewater in this manner I have provided "a'n'injecto'r nozzle in each of the-tubes I9. Each 'injector comprising a Venturi sleeve 2I which is inserted in the'upperend` of'each tube I9. A nozzle 22 extendsfrom each end of the passageway 'I 1 `downwardly`intothe 'adjacent Venturi ysleeve 2| `softhat when water Vis discharged through the`nozzle122 it' draws l.the water from the passage- Y -way -I84 to'thereby circulate the.water through the' entire cooling system.

After the water in the cooling Vsystem hasV reacheda normal Voperating temperature means nozzles ,22. When such water is' being injected an 'equivalent amount of V`water must be discharged. @To take care of this I haveV provided an exhaust passageway "23 lwhich is. cast inthe manifold in Vpositic'nrparallelt'o the passageway fI8. The exh'aust fpassagewayi23 extends from the center of Y the manifold to one fend thereof. An overflow .pipe'24 is'screwedintdthe. outer end of the' passageway 23 so as to conduct V*the 4overflowvof water awayk from the unit. Y lIromthe foregoing it;will be seen that when 'waterjis Abeing injected through-the nozzles122 hotwater from both of the hoses 20will-be drawn *down through the tubes I9 'andmix with the cool y 55 water injected. The resultant warm water will Y thentbe fed to the motor. The amount ofcold water which is injected through Ythe nozzlescauses "aportion of the water flowing outwardly through 'the hoses'20 toV flow through the passageway `I 8 to the center thereof and then outwardly through the outlet passagewayv 23 and outlet pipe 2li.,Y It

'will be 'noted that Vthe water which is lexhausted has'reached the highest temperaturein the cooling system. An extremely ,importanty feature Vof Vthis system is that Arapid-circulation Yof thejcoolingwater is obtained without the use of pumps or thelike. i

g VIn* order toV control the 4flow of'water through 'the' nozz1es22 tothat required to efficiently cool erated valve unit whichrcomprises apoppetivalve tis vformed 'as a tubular member'which extends i down through Y aY verticalv opening at vthe. center of the manifold. The valve 25 proper is disposed i'sfprovided fortinjecting cold water through theY the motor, I havevprovided thermostatically-op'- Y between the inner end of the passageway I6 and the distributing passageway I1 so that' when the valve 25 is closed, water will not flow from the inlet passageway I6 to the distributing passageway I1. 1 The valveV 25 is directly connected Yto an 'expanding bellows 21, which bellows extends downwardly through the wall which separates the vpassageways I1 and I8 and is located directlyY in front of the entrance toV the'outlet passageway 10 23. Thus, the hot water in the system in exhausting through the passageway 23 must strike against the bellows 21.* A pocket 28 is formed at the center portion of the passageway I8 into which the bellows extends, which pocket is adapt- 15 ed to retain a small amount of water. Thus, even should the flow of water through the nozzles 22 Y be stopped a certain amount of the Water flowing by thermosyphon action through the'manifold lI8 will mix with the water in the pocket 28 to 20 thereby expand thebellows 2 1 when Vthe temperature is approaching the upper limit. This pocket is formedA as a safety Vmeasure because without samethe waterlevel inthe passageway I'lfnight be reduced to a point where the bellows'.v would be T25 exposed to vapor insteadof being immersed-'in the cooling fluid. I The operation of the device, after ',the coling system` has once been lled, is 'as follows:

Thejmtor issta'rted and the 'valve 25 'remainso closetm- Cooling water is therefore not`permitted to enter the system. Conseduentlyfthe notor heats up quite rapidly and thus causes a definite flow of the cooling water through the tubes "IIL by thermosyphon action. `IIot waterV enters thef`35 manifold and maintainssame at substantially the same temperature'as the cylinder heads `7I2`. A'The Y expansion of the c'ooling'uid dueto itsincreased temperature causes a small portion 'thereof`to Y flow inwardlythroughfthe passageway I8 so asiio to enter the outlet `passageway"23. vThis il'owA of hot Vwater causes the bellows 21 to expandltoY Y therebyope'n' the valve 25. VAs'soon as the valve 25 openswater flows from'the passageway I6"to the distributing passageway I1 and then to -thel' two'no'zzles 22 fromA which itis injected Ydownkwardly throughtheA tubes I9. This increases'the speed of circulationfand'insures'c'ooling 'of Yeven Vthe hottest parts by the 'warm water` enteringv the motor. Water win continuetvonow'throughgo 'the'nozzles -22 until the Warm water starts`A to bedischarged. The warm water being "twenty or thirty degrees cooler than the het water, causes the bellows `21' to contract 'which closes theY Valve 25. In actual `practice the lvalve 25`is notoperedj-55 and closedV but simply is reduced -in aperture until aibalanc'e is'i'eache'd. 4Whenthe motor vis idling or doing light work the valve`r 25 will'remainV only partially openfwhile when'the motor isoperatling under full load'the valve Y25v'villbeopened-60 fully' to thereby allow a proportional increase in ythe lcoolingwater entering the system. Thus a l I uniform operating' temperature-for tuemtfis maintained regardless of 'work'bein'g'done'bythe motor. 'Y l, v q65 The @my disadvantage inherent in 4tn'enstruction justdescribed is that after Ivthe 'device Yis first assembled water'cannot n'vv`-t'hrugh 'the valve 25 to 'fill/up the lcooling system-.Consewould probably burnup as -there VVwould .beno

medium to transferV the vheat from the h'tirl'tor to thebell'ows 21. Inorder to overcome'this, I haveY provided `a Vmanually operated vrifie-*29 which is inserted in a lateral openingn in"the"`wal1"75 y Cluently, iffthemotor-is 'startedatf'suehftime it `70` n vthat separates the passageways I6 and l1, as

will be noted from Figures 2 and 3. When this Valve is in the position shown, which is the normal operating position, water is not permitted to flow through this valve between the passageways. However, when the valve is open the water may flow directly from the passageway i6 through the valve to the passageway I1 to thereby fill up the cooling system independently of the thermostatically operated valve 25. After the system has once been filled the valve may be closed and it need not again be operated until some part of the system has failed.

Among the many advantages arising from the use of my improved device, it may be well to mention that warm water is forced through the engine in a relatively large amount so that the temperature difference between the inlet and outlet is quite small. This causes a more uniform heat distribution throughout the engine and prevents cold spots thereby increasing the operating eihciency of the motor.

It has been mentioned that the generator which is ordinarily supported by the valve chamber cover plate I4 is omitted from this installation and the manifold installed in its place. This necessitates other means for maintaining the storage battery, used for starting, in a charged condition. To accomplish this I provide a small charger which is operated from the 11G-volt .lighting system and connect this to the battery at all times. If desired, the battery may be dispensed with and the charger connected directly to the ignition system to operate same. This, of course, requires hand cranking of the motor.

A further advantage of my invention is that ample water circulation is accomplished without water pumps or the like, thereby simplifying the construction.

Still a further advantage results in that the amount of cold water used is directly proportional to the load of the motor to thereby eifect a considerable saving in cooling water.

Some changes may be made in the arrangement, construction and combination of the various parts of my improved device without departing from the spirit of my invention, and 1t 1s my intention to cover by my claims such changes as may reasonably be included within the scope thereof.

I claim as my invention:

1. An internal-combustion engine having a water jacket around its combustion chambers, lsaid water jacket having inlet and outlet openmgs therein, comprising a conduit extending from said outlet to said inlet opening so that cooling water may circulate through said jacket and conduit, said jacket and conduit forming a cooling systern an injector nozzle disposed within said conduit, means for injecting relatively cold water through said nozzle to produce an injection action which both cools and circulates all of the fluid in said cooling system, and means for discharging heated water from said water jacket in an amount equal to the cold water introduced through said nozzle, said heated water being discharged from the cooling system at a point between said outlet opening and said nozzle.

2. An internal-combustion engine having a water jacket around its combustion chambers, said water jacket having inlet and outlet openings therein, a conduit which conducts water from said outlet opening back to said inlet opening,

said water jacket and conduit forming a cooling system, an injector nozzle disposed within said conduit, a cold water inlet pipe, a valve disposed between said inlet pipe and said nozzle, and a thermostat immersed in the water within said conduit at a point adjacent to the high temperature portion thereof, said thermostat opening and closing said valve so that when the cooling water adjacent thereto reaches a predetermined temperature said thermostat opens said valve and allows relatively cold Water to be injected through said nozzle, the injector action produced by said cold water circulating the Water in the entire cooling system.

3. An internal-combustion engine having a Water jacket around its combustion chambers, said water jacket having high and low temperature portions comprising, a conduit for conducting uid from said high temperature portion to said low temperature portion, an injector nozzle disposed within said conduit, means for injecting relatively cold water through said nozzle to produce an injector action which circulates all of the water in said Awater jacket and conduit, and means for discharging heated Water from said cooling system in an amount equal to the cold water introduced through said nozzle, said discharged water being drawn from the high temperature portion of said water jacket.

4. An internal-combustion engine having a water jacket around its combustion chambers, said jacket having inlet and outlet openings therein, a conduit extending from said outlet to said inlet opening so that cooling fluid may circulate through said jacket and conduit, an injector nozzle disposed within said conduit, means for injecting relatively cold water through said nozzle to produce an injection action which circulates all of the fluid in said jacket and conduit, and means for discharging an amount of heated water from said conduit equal to the amount of cold water introduced through said nozzle, said heated water being discharged from said conduit at a point between said outlet opening and said nozzle.

5. An internal-combustion engine having a water jacket around its combustion chambers, said jacket having inlet and outlet openings therein, a conduit extending from said outlet opening to said inlet opening so that water may circulate through said conduit and jacket, an injector nozzle disposed within said conduit, a cold water inlet pipe, a valve disposed between said pipe and said nozzle, and a thermostat disposed within said conduit in position between said outlet opening and said nozzle, said thermostat controlling the operation of said valve so that upon the cooling water adjacent thereto reaching a predetermined temperature said thermostat opens said Valve to allow relatively cold water to be injected through said nozzle, said injector action circulating the water in the entire conduit and water jacket in a direction from said nozzle towards said inlet opening.

6. An internal-combustion engine having a water jacket around its combustion chambers, said jacket having inlet and outlet openings therein, an injector manifold disposed above said motor, a conduit extending from said manifold to said inlet opening, a second conduit extending from said outlet opening to said manifold, an injector nozzle disposed Within said manifold, a cold water inlet pipe connected with said manifold, a valve disposed between said inlet pipe and said nozzle, and a thermostat interposedv within V,said manifold between said nozzle and the outlet -opening in vsaid'water jacket, said thermostat f controlling the operation of said valve sothat vupon the-cooling water adjacent thereto reaching a'predetermined-temperature said thermostat will open said valve and allow relatively cold.V

waterto be injected throughfsaid nozzle, said injector-.action circulating the cooling fluid in said conduit fromfsaid nozzle towardsrthe inlet Vopening inl said water jacket.

'7. An internal-combustion engine having a .waterxljacket around Veach of its cylinder blocks, each of said water jackets having inlet Aandvoutlet'openings therein, acoolingwater distributing Vmanifold vextending across the upper part of said engine, said manifold having a cold water inlet passageway formed therein which extends the length of the manifold, a circulating Water passagewayeXtending the'length of said manifold,

` conduits extending from the respective ends of ,said circulating passageway to the adjacent inlet openings in' said coolingA water jackets, nozzles extending from therespective ends of said coolingwater passageway into said conduits, return vpipes extending from'said outlet openings to the adjacent ends of said circulating water passagelway, an outlet passageway insaid manifold, said inlet passageway and thus V,be discharged through by circulating the Water through both cylinder blocks. Y Y Y g Y EMIL ZOERLEIN.

Vsaid nozzles, the injection action produced there-

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