U.S. patent number 3,601,181 [Application Number 05/017,844] was granted by the patent office on 1971-08-24 for method and apparatus for purging air from internal combustion engine cooling systems.
This patent grant is currently assigned to Saf-Gard Products. Invention is credited to Walter C. Avrea.
United States Patent |
3,601,181 |
Avrea |
August 24, 1971 |
**Please see images for:
( Certificate of Correction ) ** |
METHOD AND APPARATUS FOR PURGING AIR FROM INTERNAL COMBUSTION
ENGINE COOLING SYSTEMS
Abstract
A pressurized cooling system for a conventional internal
combustion engine, wherein the cooling system includes an overflow
passage communicating with the highest point in the radiator system
in which there is an outflow check valve so that liquid expansion
unseats the check valve and excess liquid passes through a passage
to an accumulator tank; and when the radiator system cools and a
low pressure suction condition is created, the liquid in the tank
is drawn back through the same passage through a second check valve
which opens inwardly toward the radiator to allow the liquid to be
returned to the radiator.
Inventors: |
Avrea; Walter C. (N/A, CA) |
Assignee: |
Products; Saf-Gard
(N/A)
|
Family
ID: |
21784848 |
Appl.
No.: |
05/017,844 |
Filed: |
March 9, 1970 |
Current U.S.
Class: |
165/51;
123/41.21; 123/41.27; 165/104.31; 123/41.54; 165/104.32 |
Current CPC
Class: |
F01P
11/02 (20130101); F01P 11/0238 (20130101); F01P
11/0285 (20130101) |
Current International
Class: |
F01P
11/00 (20060101); F01P 11/02 (20060101); F01P
011/02 () |
Field of
Search: |
;165/107,1,138,51
;123/41.15,41.21,41.14,41.27,41.54 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Davis; Albert W.
Parent Case Text
This is a continuation of my copending application Serial No.
813,800 filed Mar. 24, 1969, and now U.S. Pat. No. 3,499,481,
which, in turn, was a continuation-in-part of my application Ser.
No. 683,223 filed Nov. 15, 1967, now abandoned.
Claims
Having described the invention, what I claim as new in support of
Letters Patent is:
1. In a method of operating a closed cooling liquid circuit for an
internal combustion engine, which circuit includes a circulation
pump, which method includes
independently of said pump creating a fluid pressure sufficiently
high to prevent the formation of steam within said cooling circuit,
under conditions where the temperature of the liquid in the cooling
circuit ranges between values above and values below the boiling
point of the liquid at atmospheric pressure,
applying said fluid pressure to the liquid in said cooling circuit,
and
thereafter continuously maintaining said fluid pressure on said
liquid in the cooling circuit independently of the operating
temperature thereof and independently of the speed of the engine
from and including zero upwardly to a maximum value,
the improvements in said method whereby an intermittently operated
internal combustion engine which normally contains air and a
thermally expandable coolant liquid in said cooling circuit is
cooled with improved reliability and efficiency, which improvements
comprise in combination the steps of:
a. substantially completely purging air from said cooling circuit
by
i. expelling air and excess coolant liquid from said cooling
circuit as said engine heats to operating temperature and said
coolant liquid expands;
ii. separating said expelled air from said excess coolant
liquid;
iii. introducing into said cooling circuit as said coolant liquid
cools from operating temperature and contracts a volume of coolant
liquid equal to said excess coolant liquid and said expelled
air;
iv. repeating steps (i), (ii), and (iii) until substantially all
air has been expelled from said cooling circuit and said cooling
circuit is substantially completely filled with said thermally
expandable coolant liquid;
b. creating an effective fluid pressure sufficient to substantially
prevent boiling of the cooling liquid within said cooling circuit
by thermally expanding said liquid at a temperature below its
normal boiling point in said cooling circuit;
c. withdrawing coolant liquid from said cooling circuit when the
pressure therewithin exceeds said effective pressure;
d. introducing makeup coolant liquid into said cooling circuit when
the pressure therein decreases from said effective pressure to a
lower pressure.
2. A cooling system for intermittently operated internal combustion
engines, during which intermittent operation said engine
heats from ambient temperature to an elevated operating
temperature, and
cools after operation thereof toward ambient temperature, which
cooling system comprises:
a. a radiator including:
1. an outlet for conveying coolant through a first conduit to the
combustion engine;
2. an inlet for receiving coolant through a second conduit from the
combustion engine;
b. an opening disposed at a high point in the system and adapted to
receive a pressure cap;
c. a pressure cap for said opening, said pressure cap including
means for sealing said opening to the ambient atmosphere and
further including first and second pressure loaded check
valves;
1. said first check valve adapted to permit fluid flow through said
opening in a first direction when its threshold pressure is
exceeded;
2. said second check valve adapted to permit fluid flow through
said opening in a second direction opposite said first direction
when its threshold pressure is exceeded;
d. an accumulator, said accumulator and said being provided with a
vent to ambient atmospheric pressure;
e. a third conduit providing fluid communication between a low
point in said accumulator and said opening, said low point being
disposed below a predetermined minimum coolant level in said
accumulator, said third conduit cooperating with said pressure cap
to conduct fluid in said first direction when said first check
valve is open and to conduct coolant in said second direction when
said second check valve is open;
f. a quantity of makeup liquid coolant in said accumulator
sufficient to maintain a level of coolant therein always above said
low point as said engine cools to ambient temperature from said
operating temperature.
3. The cooling system of claim 2 in which said opening is disposed
at a high point in said radiator.
4. The cooling system of claim 2 in which said second conduit
includes a transparent section for observing coolant flow from the
combustion engine to said radiator.
5. The cooling system of claim 2 which further includes an inflow
liquid fill fitting comprising a passageway communicating between
the exterior and the interior of the system and a check valve
disposed in said passageway opening toward the interior of the
system such that coolant under pressure exceeding the pressure
difference between the exterior and the interior of the system may
be introduced through said inflow liquid fill fitting into the
system interior.
6. The cooling system of claim 5 in which said inflow liquid fill
fitting is integral with a transparent section of said second
conduit.
Description
Recent cooling systems for combustion engines undertake to keep the
radiator and the cooling liquid in it sealed under pressure, the
pressure being determined by an overflow valve which sets the
pressure at which the system operates. Since there is always the
possibility of overheating, when the pressure sensitive valve
releases due to the set pressure being exceeded, some radiator
fluid is spilled on the ground and lost. Thereafter, when the
engine cools, the radiator system is something less than full.
Consequently, there being less than a desired amount of amount of
liquid in the radiator system, the next time the radiator
overheats, there will be more air in the system than necessary;
steam will be formed and again there will be an overflow of liquid
which is spilled on the ground and lost making the water level
still lower. Furthermore, the greater the air space in the radiator
which continues to increase, the greater will be the amount of
boiling and steaming of the liquid coolant, and this as a
consequence passed through the engine block and the cooling becomes
less effective and overheating more prevalent.
Further still, in systems of this kind when the liquid level gets
low it becomes necessary to take off the radiator cap and refill.
This is a persistent danger in the servicing of automobiles because
of the ever present tendency for the cap to pop off or blow off on
account of the accumulation of steam when it is removed by the
attendant, causing the attendant to be burned and sometimes burned
badly. This continues to happen even though as a routine attendants
are cautioned to always spread a waste cloth over the radiator cap
when it is being removed from an overheated engine.
Where liquid-cooling systems contain a liquid coolant other than
water, every time there is some liquid lost by overflow resulting
from overheating, expensive coolant is lost. When it is not
convenient to replace the lost coolant with coolant of the same
kind, water may be added to bring the level up and this dilutes the
coolant causing it to perform unsatisfactorily.
It is therefore among the objects of the invention to provide a new
and improved heat radiator and cooling device for a combustion
engine which always operates under a specific desirable pressure
and from which coolant liquid is never irretrievably lost.
Still another object of the invention is to provide a new and
improved heat radiator and cooling device for a combustion engine
which makes certain that overflow due to overheating is captured
only at the highest point in the radiator tank and then collected
in a sealed accumulator, from which it is returned to the radiator
tank without any portion of it being lost as soon as the
temperature of the radiator tank returns to normal.
Still another object of the invention is to provide a new and
improved heat radiator and cooling device for a combustion engine
wherein a simple check valve device is applied over an opening in
the system through which coolant liquid may be supplied at the
initiation of the operation, the valve device being of a unitary
simple operating, inexpensive construction, and moreover one of
such design that it can be mounted in place at the location where a
conventional radiator cap is customarily applied.
With these and other objects in view, the invention consists in the
construction, arrangement, and combination of the various parts of
the device, whereby the objects contemplated are attained, as
hereinafter set forth, pointed out in the appended claims and
illustrated in the accompanying drawings.
In the drawings:
FIG. 1 is a side elevational view of a typical combustion engine
and cooling system showing the invention located in a cooling water
connection between the radiator reservoir and the engine, and
showing an accumulator in longitudinal section.
FIG. 2 is a longitudinal sectional view through the cool water
supply line showing the valve incorporating a portion of
Applicant's invention in section.
FIG. 3 is a longitudinal sectional view of the valve itself in the
position it would have when there is overheating.
FIG. 4 is a longitudinal sectional view similar to FIG. 3 showing
the position of the valve parts when the radiator is cool and
cooling liquid is being fed back into the radiator.
FIG. 5 is a cross-sectional view on the line 5--5 of Figure 3.
FIG. 6 is a cross-sectional view on the line 6--6 of Figure 4.
FIG. 7 is a perspective view of a typical internal combustion
engine and cooling system showing the invention installed
thereon.
FIG. 8 is a longitudinal sectional view of the radiator fill neck
with the valved radiator cap in operative position thereon showing
the position of the valve parts when the radiator is cool and
cooling liquid is being fed back into the radiator.
In one embodiment of the invention, chosen for the purpose of
illustration, there is shown a combustion engine 10 and a radiator
11 provided with a conventional fill cap 12, the radiator being
connected to the combustion engine by means of a liquid supply line
indicated generally by the reference character 13 and a liquid
return line indicated by the reference character 14. An accumulator
tank 15 is conveniently located on an appropriate bracket 86 near
the engine 10.
In the chosen embodiment the return line 14 consists of a hose
length 16 attached to the radiator 11 by means of a hose connection
17. A valve body 18 is attached to the same hose length 16 by means
of a hose connection 19. A second hose length 20 is connected to
the engine 10 by means of a hose connection 21, the same hose
length 20 being connected to the valve body by means of a hose
connection 22. It is significant that the valve body 18 is
advantageously located at approximately the highest level for
liquid coolant 23, which may be water or some other appropriate
commercial coolant, which fills a reservoir 24 together with the
balance of the cooling system. Inasmuch as the invention relates to
pressure liquid coolant reservoirs, it will be understood that the
fill cap 12 is a pressure-sealed cap and that the entire system is
a closed pressure system. Although the intent is to have the
reservoir 24 filled to capacity, as a practical matter there will
customarily remain a small air pocket 25 above a level 26 which is
the top level of the coolant.
Within the valve body 18 is a passage 30 and above the passage 30
is a valve chamber 31, the valve chamber being closed by a pressure
cap 32 and having a bottom wall 33. For sealing the pressure cap 32
in position there is provided a valve element 34 on the underface
of which is a washer 35 which is pressed upon a valve seat 36.
These details and those of the check valve presently to be
described are shown to specially good advantage in FIGS. 3 and
4.
An overflow line 37 connected at one end through the bottom wall 33
to a pocket 39 at the lower end of the chamber 31 has its opposite
open end 40 communicating with the air pocket 25 just above the top
level 26 of the coolant 23. The passage 38 accommodates overflow
from the reservoir 24 when the engine overheats.
Interconnecting the valve body 18 and the accumulator tank 15 is a
combined overflow and return line 41 which forms a passageway 42
between a chamber 43 in the accumulator tank 15 and the valve
chamber 31. A fitting 44 in the form of an "L" is provided with a
connection 45 to which the combined overflow and return line 41 is
attached. The other end of the fitting 44 is pulled into sealed
engagement with the top of the pressure cap 32 by employment of a
sleeve 46 which is in threaded engagement with the fitting and
draws the fitting tightly against an O-ring seal 47. To provide for
communication between the passageway 42 and valve chamber 31, fluid
passes through a bore 48 in the fitting 44 and axially aligned bore
49 in the sleeve 46.
Within the chamber 31 are two check valves, namely a check valve 50
which opens in a direction enabling flow from the coolant reservoir
24 to the accumulator tank 15 and a check valve 51 which enables
flow from the accumulator tank 15 to the coolant reservoir 24.
The check valve 50 has a washer 52 on its lower face which seats
upon a valve seat 53. A dished pressure member 54 provides a keeper
for a spring 55, the opposite end of the spring being contained by
the valve element 34. Holes 56 through the pressure member 54
provide for the free flow of liquid coolant between the valve
chamber 31 and a space 57 beneath the pressure member 54. The
strength of the spring 55 determines the amount of pressure at
which the reservoir 24 is held.
The check valve 51 has an annular valve seat 58 which seats upon
the underside of the washer 52 at a location radially inwardly from
the inner perimeter of the valve seat 53. A disc spring 59 acting
upwardly against a head 60 of a pin 61 t3nds to hold the check
valve 51 seated inasmuch as the lower end of the pin 61 is rivetted
by means of a rivet 62 to the check valve 51. The pin 61 is
centered within a port 63 which extends through the washer 52 and
check valve 50 forming a communicating passage between the valve
chamber 31 and the pocket 39, a spider 64 being of open
construction and merely for guidance of the pin 61. Legs 65 hold
the disc spring 59 clear of the adjacent face of the check valve 50
thereby to permit free flow of liquid coolant under the disc spring
so that it can reach the port 63.
In operation with the parts in the positions shown in FIGS. 1, 2,
3, and 4, the radiator system is ready for operation. In this
condition there may be some liquid coolant in the accumulator
chamber 15, but of necessity there must be ample excess space
within the chamber 43 of the accumulator tank to accommodate any
future overflow form the reservoir 24 which may take place.
Should the engine overheat and the liquid coolant 23 tent to boil,
the boiling overflow will pass into the open end 40 of the overflow
line 37, and the pressure then generated in the system will be
applied against the lower face of the washer 52 on the check valve
50 until it overcomes tension in the spring 55, at which point the
check valve 50 will be lifted, and the hot liquid coolant will pass
from the pocket 39 into the chamber 31 and thence through the holes
56 into the space 57 and from there through the bore 49, the
passageway 42 and into the accumulator tank 15. When the pressure
lowers, the spring 55 will seat the check valve 50, moving it from
the position of FIG. 3 to the position of FIG. 4. Following this,
and when the engine cools and the temperature of the liquid coolant
23 lowers to a point where there is a low pressure condition in the
air pocket 25, liquid coolant will flow in a reverse direction. As
it flows, pressure present in the accumulator tank being higher
than the pressure present in the air pocket 25, pressure will be
exerted by the liquid coolant on the upper side of the check valve
51 causing this pressure to overcome tension in the disc spring 59
which results in opening the check valve 51 to the position shown
in FIG. 4. Liquid coolant will then flow in the direction of the
arrows from the space 57 through the bore 63 and thence around the
check valve 51 into the pocket 39 and from there through the
passageway 38 back into the reservoir 24.
Since the system is always closed, no liquid will have been lost
even through some is expelled out of the reservoir due to
overheating, inasmuch as when the engine cools it will always be
returned from the accumulator tank to the reservoir. Accordingly,
if a special cooling liquid is employed, it will never be lost and
hence will never be diluted, and a proper pressure level for which
the engine cooling system is designed will always be
maintained.
Should a leak occur in the system and liquid coolant for that
reason need replenishment, there is provided an inflow check filler
valve 70 which may, for convenience, be located on the valve body
18. The filler valve consists of a valve housing 71 having a
threaded engagement with the valve body 18. A valve element 73 is
urged upwardly to closing position by a spring 74 bottomed on a
shoulder 75 in the housing and pressing upwardly against a collar
76 on a valve stem 77. Pressure in the system will always urge the
valve element toward closed position. To fill through the filler
valve liquid coolant under pressure sufficient to overcome tension
in the spring 74 and the pressure in the system is applied to force
liquid coolant through a valve passage 78 to the system much as air
under pressure fills a tire.
Although the valve body 18 is shown in the chosen embodiment as a
means for mounting the check valve assembly, it will be understood
that inasmuch as both check valves comprise a unitary assembly, all
mounted upon the pressure cap 32, it is possible to mount the valve
assembly at the top of the reservoir 24 of the radiator 11 in place
of the fill cap 12, merely by making a slight change at the bottom
of the valve assembly to accommodate a properly located overflow
line 37. It is significant to have the open end 40 of the overflow
line 37 always located near the highest level of the reservoir in
any event, so that the reservoir will always be kept as full as
possible.
Further still, by making the valve body 18 of transparent or
translucent plastic material it can readily be determined whether
or not the radiator is sufficiently full without having to remove
the fill cap 12.
In the embodiment illustrated in FIGS. 7 and 8 a valved radiator
cap 82 is provided on radiator filler neck 80 in place of the
conventional radiator cap 12, illustrated in FIG. 1. The valved
radiator cap 82 is provided with the same the same valving
illustrated in FIGS. 3 and 4 for pressure cap 32. A transparent
circumferential section of coolant return pipe is provided by sight
tube 84. Sight tube 84 is positioned at an upper elevation of
return pipe 14. The transparency of sight tube 84 permits
observation of the fluid in the return pipe 14. An inflow check
valve 70 is provided in sight tube 84 to permit the pressurization
of the sealed coolant system by the injection of extra cooling
fluid. By means of inflow check valve 70, water or other coolant
liquid can be injected into the sealed system without releasing the
pressure from the system. The completeness of the filling may be
observed visually in the sight tube 84 as the liquid is injected
through inflow check valve 70. An overflow pipe 88 is provided as a
conduit between the radiator fill neck and the bottom of
accumulator tank 15. Overflow pipe 88 extends between the uppermost
part of the reservoir in radiator 11 and the lower part of
accumulator tank 15. Valve 50 of valve radiator cap 82 seats on
valve seat 90.
In operation the embodiment of FIGS. 7 and 8 is installed in the
conventional liquid-cooled internal combustion engine by cutting a
section out of the return radiator hose and inserting sight tube 84
in the return conduit. The conventional radiator overflow tube is
removed, and overflow pipe 88 is substituted therefor. Accumulator
tank 15 is mounted at as high an elevation as possible in the
engine compartment. Placing the inlet to overflow pipe 88 at the
highest point in the system insures that the system will be purged
completely of air when it is full of water. It is possible to purge
the system of air by filling it to capacity with cooling fluid and
then tightening valved radiator cap 82 onto radiator fill neck 80
so as to seal the system. Additional cooling fluid is then injected
through inflow check valve 70 until outflow check valve 50 is
opened by the pressure of the fluid in radiator 11. The fluid
rising through radiator fill neck 80 will displace the air, which
will be forced out through overflow pipe 88 and into accumulator 15
where it bubbles to the top and escapes to the atmosphere through a
vent in the top of accumulator tank 15. When all of the air has
been expelled from the system, liquid will flow into accumulator
tank 15, and a rise in the liquid level will be noted. When the
liquid level starts to rise in accumulator tank 15, the operator
knows that the system has been purged of air. It has been found
that the cooling efficiency of the system is enhanced considerably
by purging the system completely of air and pressurizing it to a
pressure of several pounds per square inch gauge. The heat transfer
between the heated internal parts in the engine and the liquid
coolant is considerably better when there is no air present in the
coolant. The circulating pump, no shown, operates more efficiently
when there is no air present to cause cavitation problems. The
presence of air in the system also causes a great deal of corrosion
to metal parts and deterioration to organic components. The
pressurization of the liquid in the system raises the boiling point
uniformly throughout the system so that hot spots in the engine do
not result in localized boiling. The use of the inflow check valve
70 permits the system to be immediately repressurized or brought
back to optimum operating pressure at any location where a source
of pressurized cooling liquid, such as water, is available. It may
be necessary to pressurize and purge the system in the event the
coolant is lost by boiling or leakage. It is also possible to
reestablish the desired fluid pressure as a regular, routine
maintenance procedure whenever the engine is serviced.
The presence of any air in the pressurized system is readily
detected by observing the presence of bubbles in the sight tube 84,
particularly when the engine is running. The presence of any air in
the system seems to result in an aeration of the water which
appears as bubbles throughout the system. When the coolant is not
circulating, the presence of air may be detected by observing a
void at the top of sight tube 48 because the sight tube is
positioned at a high point in the system.
The short valve stem of inflow check valve 70 serves to receive
substantially airless cooling liquid and supply it, still
unaerated, to the exterior side of the check valve. This provides a
means for replenishing the cooling liquid in the cooling system
without either relieving the pressure from the system or
introducing air into the system.
While the invention has herein been shown and described in what is
conceived to be a practical and effective embodiment, it is
recognized that departures may be made therefrom within the scope
of the invention, which is not to be limited to the details
disclosed herein but is to be accorded the full scope of the claims
so as to embrace any and all equivalent devices.
* * * * *