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Publication numberUS1170730 A
Publication typeGrant
Publication dateFeb 8, 1916
Filing dateDec 18, 1914
Priority dateDec 18, 1914
Publication numberUS 1170730 A, US 1170730A, US-A-1170730, US1170730 A, US1170730A
InventorsIsaac N Benjamin, Charles Lynch
Original AssigneeIsaac N Benjamin, Charles Lynch
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Automatic temperature-regulator for explosion-engines.
US 1170730 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)




Patented Feb.8,l916.




' These and other objects we attain by the construction and combination of parts here 30 I Isaac N. BENJAMIN Ann cnmnsrvncn, or ST. PAUL, MINNESOTA.


To all whom it may concern:

Be it known that we, Isaac N. BENJAMIN and CHARLES LYNCH, citizens of the United States, residing at St. Paul, in the county of Ramsey and State of Minnesota, have invented a new and useful Automatic Temother moving engines, but may also be applied to stationaryengines.

The ob ects of the invention are: first, to automatically prevent overcooling of the radiator of the engine and thereby makethe' saved heat available for other heating purposes; second, to automatically stop the fan which induces circulation of cooling air through the radiator when its rotation is not required, and thereby to save the power and fuel otherwise wasted on the useless running of the fan; a third object is to economizeon fuel by keeping the engine automatically and thereby at all times at the'proper temperature.

inafter described and pointed out in the claims, and illustrated in the accompanying drawing, in which v Figure 1' is a front-end elevation of an automobile, showing mainly its water-cooling. radiator and a rotary fan in the rear thereof. Fig. 2 is a side elevation of the front part of an automobile, showing mainly the parts thereof to which our invention is applied. Fig. 3 is a vertical section on the line aa Fig. 2, with some piping omitted. Fig. 4= is a section on the line bb Fig. 2. Fig. 5 is an enlarged fragmentary detail view showing how the .shutterblades and their cranks in Figs; 2 and 4 maybe constructed. Fig. 6 is. a modification of what is shown in Fig. 4, on a greatly reduced scale. Fig. 7 is a portion of Fig.2 modified. Fig. 8 is a section on the line Fig. 7. Fig. 9 is a face view of a portion of the shutters in Fig. 7.

Beferring to the --dr awing .byreference;

" numerals,1 designates the front portion of the bottom of an automobile, and mounted thereon is an explosive, or explosion, .or internal combustion engme, of which '2 desig- Specification of Letters Patent.

' orroE."

Patented Feb. 8, 1916. Application filed nece'mbe s, 1914. seminasw zsss.

nates'the water jacket or jackets in-wh ich the cooling water is circulated about the cyllnders of the engine, to prevent them getting too hot, said water being circulated by a suitable pump 3-. having a shaft 4: i and a pulley 5 fixed thereon; the'shaft having cp 'erative connection (not shown) with the;

engine so as to be driven by it.

In order to keep the water at the desired I temperature 1t is circulated from the top-of the engine or jacket 2' through a pipe 6 into a suitable radiator 7, from which it returns through a lower pipe 8 to the pump 3 and thence into the lower portion of the jacket. through branching piping 9, 10, (shown in Fig. 2). Some of the water from the pump also passes to the jacket through piping 11. In the latter piping-is inserted a thermostat, preferably composedof a shell 12 through which'the water circulates and heats a" th1n metal pocket 13 (see Fig. 2) which containsv alcohol, ether or other fluid which when heated will readily evaporate and form gas pressure. The gas thus produced beinginclosed will bulge the ,top plate 14 of the pocket upward and thus raise its central stem 15 and thereby a-lever 16, which is fulcrumed at 17 and' operates to regulate the air current through the radiator and the stopping and Starting of a fan 18 by which suchcurrent is induced. The mechanisms through which the lever 16 acts may be of any suitable constructions, all of which it would be impossible and unnecessary to illustrate in Your drawing which merely shows one or two ways of embodying the invention'in an explosion engine.

The radiator 7 may be of the type shown,

having air cells or ducts 19 between fiat tubes 20 through which the water circulates,

or any other suitable type of radiator.

. Upon either the front or therearside of the radiator is secured at 21 an open frame 22,

in which are journaled the end stems 23 of .a series of shutter plates 24:. The stems in one side of the frame are provided with cranks-25-(best shown in Fig. 5), whose crank pins '26 are retained-in apertures in a bar 27. One of the cranks is provided with an arm 28., from which anloperating rod 29 extends upward to'the front end of the lever 16, to which it. is pivotally connected at 30 Toy-a clevis 31, which is'threaded upon the rod so as to'be adjustable-up and downon the same.

The fan 18 has a short shaft 32 journaled in a bracket 33 and provided withia grooved friction pulley 34. Said pulley is driven by a friction pulley 35 having a l-shaped face. The latterpul'leyis fixed on a short shaft 36,

. journaled in a lever 37 and fixed in a pulley -38', which is driven: by abelt39 and the pulley 5 on the pump shaft, or any other driven shaft. Said lever 37 is pivoted on a stud 40,-which is positioned in astraight line between the shafts 4 and 36. A.'spring or they maybe in a. plate 52 either at the front or rear side of the radiator and arranged to cover all its air passages.

In Figs. 7 and 9 is shown how the shutter plates 24 may have no cranks attheir ends, the bar 27" being jointed at 54 to each plate and the rod-29" pivotally connected to said bar, 19,. t

In Figs. 7 and 8 is furtherjshown) that the result of starting and stopping the fan 18,

- namely to render it alternately eflective and 41 tends to throw the lever 37 with its fric-fl tion pulley 35 away from the pulley. 34 on' t the fan shaft. Another function of the spring is to raise the end of a lever 42 having an antifriction pulley 43 bearing against the Y I inclined-edgeof the lever 37 so as to thereby aid'in bringing the lever 16 downward; said lever 42 being fulcrumed at44 and provided with two fingers, 45,- 46, engaging respec- I tively the lower and upper edges of the lever 16 when in contact therewith. The upper finger 46 carries anadjustment screw 47, whose lower end contacts with the lever 16 and regv ulates its playbetween the two fingers. This feature aids in the adjustment and regula-' tion of the operation,*which is as follows:

When the water in the radiator gets heated above the predetermined proper temperature, its heat when reaching the thermostat causes the. production of pressure therein,- whereby the'lever 16 is raised and by its rod 2 29 will rotate all the plates .24 and open spaces between them for cooling air to rush in through the radiator and thus cool it. If

the radiator is in motion through the air the current caused thereby may suflice to cool but if such air current is insuflicient, as may especially be the casein warm' weather; or

with stationary engines,'then the thermostat will continue to raise the lever 16 until the withthe pulley 35 into "frictional contact with the. pulley 34 on the fan shaft, thus starting the fan and thereby increasing the air current in themadiator. When ever the the radiator without the assistance of a fan;

shutter plates are more fully open and the lever 42 is tilted so as to throw the lever 37 ineffective, may also be attained by a modification in which the fan shaft 30 is either fixed or rotatable in the bracket 33*, and the pulley 34", is fixed to the fan and driven by the belt 39" and pulley 5 on the shaft 4.

Upon the fan shaft is also-placed a rotatable orumed' on the stud 44 and having at its opposite end a fork 45 engaged by the lever 16. In' this modification the fan is rendered effective when the thermostatraises the lever '16 andthereby causes the wings of the fan to turn into effective position, and when the radiator gets cool the themostat will allow the lever 16 to fall, or be'drawn downward by a spring'41", which motion will close whichever. form of shutter device. is emplayed and will atthe same time cause the wings of the fan to turn edgewise into a substantially true plane and will thereby stop the 'draft'or current. caused bythe fan, and

also stop \practically all expense of'fuel and power required to run the fan when the wings 'are in operative or effective position.

We claim 1. Thecombination with an explosion engine and a water cooling system including a air current cools the radiator'below "the desired temperature the thermostat will naturally lower its actuating stem 15 and thereby allow the. spring 41 to pull the friction pulley out of contact with the fan pulley, thus stopping the fan and saving the power and fuel necessary to run it. If this does not suffice to maintain or restore the proper temperature in the radiator, then the lever 16 will fall lower still thereby-more or less, or even entirely close the plates 24 against any and all cooling air current.

In the modification shown in Fig. 6 therod 29 oscillates a disk 48, which'is rotatably mounted on a central stud 49 and provided. with apertures-50 adapted to register more or less with air passages 51 in the radiator,

radiator, of piping and jackets about the cylinders ofthe engine, a fan having wings arranged to rotate about axes radiating from the hub of the. fan and to cause a cooling air current through the radiator when the fan less effective and rotates, a thermostat inserted in the water system, a driven shaft having operative connection with the engine,means for transmitting power from the driven shaft to the fan, and means operated by the thermostat for-automatically rendering the fan more or Wings about their axes more or less edgewise in' the direction "of their movement about the axis ofthe fan.

' 2. The combination with an explosion e'n-- gine having a water-cooling system compriseffective by tilting its" ing' a water-cooling radiator,*a fan arranged to induce a cooling current of air through the radiator, a thermostat in the Water sys tem, a shaft having operative connection with the engine by which said shaft is driven; means for transmitting power from if means operated by the thermostat for automatically renderthe driven shaft to the fan,

ing said fan effective and ineffective; means for regulating 'or even shutting off the air current through the radlator, and operatn e connection between, the thermostat and the t means for regulating theair current, where

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2455251 *Oct 16, 1945Nov 30, 1948United Aircraft CorpConstant thrust fan
US2516269 *May 10, 1945Jul 25, 1950Trust Company FletcherSpring clutch device
US2523404 *Apr 12, 1945Sep 26, 1950United Aircraft CorpCooling air exit velocity control
US2703075 *Mar 23, 1951Mar 1, 1955Sanders Elmore JFluid circulating apparatus
US2729202 *Mar 23, 1951Jan 3, 1956Sanders Elmore JFluid circulation systems
US4756279 *Dec 17, 1985Jul 12, 1988Bayerische Motoren Werke A.G.Control arrangement for the cooling air of air-liquid-cooled internal-combustion engines, particularly motor vehicles
US5038723 *Sep 19, 1990Aug 13, 1991Mercedes-Benz AgScreening device for a heat exchanger of a vehicle
US5566745 *Jan 23, 1995Oct 22, 1996General Electric CompanyFor an engine
US5669311 *Feb 22, 1996Sep 23, 1997General Electric CompanyShuttered radiator system with control
DE3446950C1 *Dec 21, 1984May 22, 1986Bayerische Motoren Werke AgSteuervorrichtung fuer die Kuehlluft luft-fluessigkeits-gekuehlter Brennkraftmaschinen,insbesondere von Kraftfahrzeugen
EP0189575A1 *Dec 17, 1985Aug 6, 1986Bayerische Motoren Werke AktiengesellschaftControl device for the cooling air of an air-water-cooled internal-combustion engine, especially for motor vehicles
WO1986003803A1 *Dec 17, 1985Jul 3, 1986Bayerische Motoren Werke AgControl device for air cooling in air-liquid-cooled internal combustion engines, particularly for motor vehicles
U.S. Classification236/35.2, 123/41.12, 236/99.00R, 49/2, 236/99.00F, 123/41.4, 123/41.5, 123/41.44
Cooperative ClassificationF01P7/12