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Publication numberUS1997003 A
Publication typeGrant
Publication dateApr 9, 1935
Filing dateOct 21, 1933
Priority dateOct 21, 1933
Publication numberUS 1997003 A, US 1997003A, US-A-1997003, US1997003 A, US1997003A
InventorsMarquard Richard J
Original AssigneeMarquard Richard J
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Heater for closed vehicles
US 1997003 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

April 9, 1935. R. J. MARQUARD HEATER FOR CLOSED VEHICLES Filed Oct. 21, 1933 INVENTOR- B 524317256444 ATTORNE Y- Patented Apr. 9, 1935 UNITED STATES PATENT OFFICE HEATER FOR CLOSED VEHICLES I Richard J. Marquard, Lincoln, Ill.

Application October 21, 1933, Serial No. 694,569

3 Claims. (01. 257-241) My invention relates to heaters for closed quarters and more especially to heaters for closed vehicles; an object being in my device to provide a simple and inexpensive and practical means of heating the fresh air for the occupants of the closed body vehicle, particularly automobiles.

A particular purpose of my invention is to provide a heater for closed cars whereby the heat coming from the hot gases as they pass through the exhaust manifold may be caused to heat fluid in a fluid heating chamber about the manifold and be circulated through a radiator communicatively connected with the fluid heater; thus to utilize the radiator for heating fresh air to be blown or otherwise conducted through air passages therein and conveyed at controllable temperatures in controllable quantities to the occupants of a closedcar.

I attain the objects of my invention with the heater described in the annexed specification, recited in the claims and illustrated in the accompanying drawing in which like reference numerals indicate like parts in the several figures.

Referring to the figures:

Figure 1 is a perspective showing'in vertical longitudinal section one of the forms of my invention disclosing the salient features thereof.

Figure 2 is a side elevation of the section shown in Figure l.

Figure 3 is a vertical cross-section of one of the forms of my heater, disclosing a rectangular type radiator.

Figure 4 is a vertical cross-section of one of the circular type heaters of my invention.

Figure 5 is a top View of the radiator with the cover portion removed and disclosing the relatively staggered position of the radiator section in my device thus placed to provide greater swiping contact of the air with the radiator section to secure greater heat transfer as the air passes through the radiator."

Figure 6 is a side elevation of my heater showing in a cut-awaythe communicative connection between the radiator and boiler surrounding the exhaust manifold.

Figure 7 is a detail disclosing one of the forms of exhaust manifold in connection with my invention adapted to provide a fluid heating chamher around the gas passage of the manifold.

Numerous attempts'have been made to secure a suitably regulated supply of heated fresh air for closed cars for cold weather purposes, and

many of these attempts have resulted in awk- Po n For instance, those devices which do not provide for a suitable control of the air movement in a .closed car so as to properly ventilate the same and furnish a continuous supply of fresh air Without the necessity of heating and re-heating stale air must be regarded as ineflicient.

In fact, any device which heats the air for the occupants of a closed car should be provided with means, not only for regulating the temperature of the air but should have at least associated therewith a means for controlling the volume of air moving into the closed car.

In my device I use the principlewhich involves heating fluid in a boiler or water jacket about an exhaust manifold and circulating the fluid through a relatively small radiator communicatively connected with the fluid heater and with a source of fluid supply, and admitting or forcing fresh air through the radiator so as to heat the air with the heat coming from the fluid circulating in the radiator.

When my invention is in use on an automobile,

the engine fan will force the fresh air directly into the radiator and through it, from which point the heated fresh air will be carried into the closed body of the car. In connection with the operation of my heater there is provided a means for controlling the temperature of the fluid passing through the radiator, as Well as a means of regulating the supply of heated fresh air permitted to pass from the radiator into the closed car body. These features, however, are not regarded as necessarily novel in themselves, except as operated in connection with my heater.

Referring in detail to the construction of my invention and the preferred manner of operating the same, I provide as one of the forms of my invention an exhaust manifold I with an inner hot gas passage 2 and an outer shell 3 defining a fluid heating chamber or boiler 4 adapted to be communicatively connected with a source of fluid supply (not shown). This source of fluid supply in an automobile will'preferably be the fluid circulating system of the car engine, but i may be any other suitable source of fluid supply.

Within the scope of my invention to accomplish my purpose there may be used either a rectangular form radiator 5 or a cylindrical form radiator 6 communicatively connected with water" heating chamber 4.

For the purpose of explaining the merits of my invention however, I have shown the rectangular radiator 5 disposed above the exhaust manifold I, communicatively connected with fluid heating chamber 4 and provided with a front radiator section 1, a rear radiator section 8, and intermediate sections 9 and Ill. Intermediate sections 9 and Ill are preferably staggered in their positions relatively so as to provide for the fresh air moving through the radiator a greater surface contact with the fluid sections of the radiator, resulting in a more efficient heat transfer from the Water to the air.

In the scope of my invention'I am not particular which type of radiator shell is used for the fluid section, just so there is provided suitable passages for the fresh air to pass through the radiator.

My invention may be adapted to use in con-- nection with numerous situations requiring such heaters, but for the purpose of the present explanation of its merits in connection with a very practical adaptation of the invention I prefer to place radiator in its connection with exhaust manifold I in a direct line back of the engine fan of the car motor so that the fan may project the supply of freshair into the radiator and through it to be heated by the hot water circulating therethrough.

Thus, when fan ll forces fresh air into the forward radiator section 1, it passes through this section, striking the opening of section 9 at an angle, causing the volume of air to more effectively swipe the surfaces of the air passages or channels between the fluid sections in the radiator. When the air passes out of section 9 it then'strikes :the air passages of section It! at an angle and thus swipes the surfaces of the air channels with greater efiiciency and a consequent greater percentage of heat transfer from the heated fluidto the 'air.

This air leaves the radiator through the rear section 8, and from there it is carried or forced back into'the closed car body throughan air duct I3 which is provided with an air damper I4 reg- 'ulated from the car dash (not shown) and adapted to be used for regulating the supply of heated fresh air that is to be admitted to the closed body of the car.

The fluid supply for the fluid heating chamber '4 may be regulated by fluid valve I5, adapted to admit fluid into chamber 4, and it will be readily understood how the temperature of the fluid being heatedmay be from time to time reduced by permitting a somewhat greater supply of fluid to move through the heating chamber or boiler 4 and the radiator '5.

Valve It may be used for controlling the flow of heated fluid as it leaves radiator 5 which is provided with an upper fluid chamber I'l into which each of the radiator sections 1, 8, 9, and Ill deliver their supply of heated circulating fluid.

Pipes I8 and i5 may'each connect with the fluid circulating system of the car motor or with other sources of supply of fluid to be heated in fluid chamber 4. i

It is obvious that by a suitable control of valve 16 that the upper fluid chamber I! may, if de- "sired, serve the purpose of a sort of steam head or pressure head for any purposes for which a latent supply of steam, either for power or moisture, may be desired.

Where a cylindrical fluid radiator E is used, it

may be made to encompass the exhaust manifold and fluid heating shell as "shown in Figure 4.

It will therefore be observed that in my invention the radiator regardless of its shape is communicatively connected with the fluid heating chamber about exhaust manifold I and may be built either on top of the boiler or fluid heating shell of the exhaust manifold, or it may be made to encompass the same.

In either form of the invention the boiler or fluid heating chamber of the exhaust manifold brings the fluid to be heated into direct contact with the surface of the exhaust manifold and directly connects with the radiator sections in radiator 5 or radiator 6.

While it is not essential to the successful operation of my heater to have the fresh air forced through the radiator sections by a fan, yet the possible convenient placement of the radiator 5 or 5 directly behind the fan of the car engine makes it Wholly desirable to utilize the force of the fan in getting the fresh air to and through the radiator and back into the car closure where the heated fresh .air may aid in making the passengers comfortable in cold weather.

The means for varying the supply of heated fresh air admitted to the closed car may either include an optionally controlled device, or it may be made for an automaticv control.

On the other hand, I do not wish to be limited to any particular method of admitting the air or forcing the air into the radiator for the reason that it is obviousthat in this connection air may be forced by fan or admitted to the radiator by the reason of the speed of a. moving car. The fresh air may also be pulled through the radiator by a fan by suction, or it may be otherwise conducted through, and it is not essential to the novelty of this device what method of moving the air through the radiator cores may be, provided.

Where :a thermostatic control is used, for admitting the fluid from a source-of supply to the .fluid heating chamber 4, the thermostatic valve 20 may be operated in the line of fluid supply while a similarrvalve 2| may be used in the line which takes the fluid away from the radiator in its circulating system.

It will be noted that valve [6 may be so adjusted as to permit'the flow of merely a relatively small quantity of fluid to move therethrough when a high temperature of the water is desired, thus to insure a circulation of the fluid.

A pump may be connected into the fluid supply line for my invention if desired instead of communicatively connecting the same with the'fluid circulating system of the motor of the car.

I have mentioned the use of fluid as a medium of heat transfer in this case and it is obvious that in this connection water or any other suitable fluid may be used that will serve the purpose in a satisfactory manner. It will be obvious to engineers that the details of the foregoing features of my invention maybe widely varied within the scope of the novelty thereof, and having thus described the nature and the salient features of my invention, what I claim is:

1. As a means for heating an enclosure the combination with an exhaust manifold communicatively connected with aninternal combustion engine, of an integral boiler operatively connected with the manifold and a radiator communicatively connected with the boiler and provided with air passages and fluid circulating channels; said boiler and radiator communicatively connected with a source of fluid supply through a common connection and said air passages of the radiator communicatively connected with said enclosure.

2. In a closed body vehicle the combination with an exhaust manifold .of an engine havingan inner exhaust gas passage and an outer boilerchamber wholly or partially encompassing the gas passage, of a radiator having fluid sections communicatively connected with said outer boiler chamber of the exhaust manifold and an upper fluid chamber connected with a source of fluid supply; said radiator provided with staggered sections having air circulating passages; an air duct communicating with said air passages of the radiator and with the interior of the vehicle body for conducting fresh air to said body after the air is heated by fluid circulating through the radiator.

3. 1e combination comprising an exhaust manifold having an inner passagefor exhaust gases, an outer chamber integral therewith for holding fluid to be heated by the exhaust gases and a radiator secured to the exhaust manifold and communicatively connected with said outer chamber thereof; said radiator provided with means of establishing communicative connection with a source of fluid supply and the fluid sections of the radiator shaped todefine air passages between the said fluid sections and disposed in a manner adapted to provide a maximum of surface contact of the air with the fluid sections as it passes through the radiator; said radiator operatively connected with an air channel adapted to establish a passage of air heated by the radiator to enter an enclosure to be heated thereby.

RICHARD J. MARQUARD.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2469259 *Feb 7, 1946May 3, 1949Burgess William EAir conditioner
US3032324 *Jun 23, 1959May 1, 1962Daimler Benz AgControl installation for vehicle heating
US3986665 *Feb 28, 1975Oct 19, 1976J. EberspacherHeating system for vehicles having an internal combustion engine
US4140173 *Nov 17, 1976Feb 20, 1979Daimler-Benz AktiengesellschaftHeating device
US5577552 *Mar 28, 1995Nov 26, 1996Canon Kabushiki KaishaTemperature controlling device for mask and wafer holders
Classifications
U.S. Classification237/12.30A, 165/51
International ClassificationB60H1/02, B60H1/20
Cooperative ClassificationB60H1/20
European ClassificationB60H1/20