US2038821A - Shutter control for internal combustion engines - Google Patents

Description

F. C. BARGAR 'Apx'il 28, 1936.

5 Sheets-Sheet l SHUTTER CONTROL FOR INTERNAL COMBUSTION ENGINES Original Filed March 29, 1929 I pril 28, W36. F. c. BARGAR 2,038,821

SHUTTER CONTROL FOR INTERNAL COMBUSTION ENGINES Original Filed March 29, 1929 5 Sheets-Sheet 2 F. C. BARGAR SHUTTER CONTROL FOR INTERNAL COMBUSTION ENGINES Original Filed March 29, 1929 5 Sheets-Sheet 3 Patented Apr. 28, 1936 UNITED STATES PATENT OFFICE SHUTTER CONTROL FOR INTERNAL COMBUSTION ENGINES Application March 29, 1929, Serial No. 351,003 Renewed April 20, 1931 10 Claims.

The present invention relates to shutter controls for internal combustion engines, and is particularly concerned with shutters adapted to be controlled responsive to a plurality of actuating devices.

It is highly desirable in a shutter control that the shutters be closed as soon as the engine stops running, in order to conserve the heat in the engine, and also that the shutters remain closed after the starting of the motor, until the motor has reached a predetermined operating temperature. The ordinary thermostatic devices of the prior art requires an appreciable time for cooling, so that the shutters of the prior art devices do not close promptly upon stopping the engine, and the prior devices which are actuated by suction from the exhaust manifold are uncertain in their action, since the suction is decreased by the opening of the throttle.

One of the objects of the present invention is the provision of a novel connecting mechanism, whereby shutters may be controlled responsive to conditions in a pair of different actuating or controlling devices.

Another object is the provision of an improved shutter control for internal combustion engines which is adapted to close the shutters as soon as the engine stops, and to open them only' when the engine is both running and at a predetermined operating temperature.

Another object is the provision of a novel shutter control which is adapted to control the egress of the air from the engine enclosure, as well as the ingress responsive to the running condition of the motor.

Another object is the provision of an improved shutter control which is positively actuated by the pressure of oil from the oil pump usually employed for lubricating internal combustion engines.

Other objects and advantages of the invention will be apparent from the following description and from the accompanying drawings, in which similar characters of reference indicate similar parts throughout the several views.

Referring to the drawings, of which there are three sheets:

Fig. 1 is an elevational view in partial section, showing an internal combustion engine with an enclosure equipped with shutters and the present shutter control;

Fig. 2 is a medial sectional view in a vertical plane through the pressure responsive device of Fig. 1; a

Fig. 3 is a similar view of the thermostatic device of Fig. 1;

Fig. 4 is a detail elevational view of the connecting mechanism in the normal position with V the engine stopped and in a cold condition;

Fig. 5 is a similar view showing the connecting mechanism in a different position; that is, with the engine cold but running;

Fig. 6 is a similar view with the mechanism in the position assumed when the engine is hot but the motor has been stopped; V

Fig. 7 is a similar view of the connecting mechanism with the shutters in open position, the mechanism being in the position which it assumes when the engine is both hot and running;

Fig. 8 is a detail elevational view in partial section taken from the inside of the hood or enclosure, showing the pressure actuated shutters for controlling the egress of the air from the 2 side of the hood; 0

Fig. 9 is a sectional view taken on the plane of the line 99 of Fig. 8; Fig. 10 is a sectional view taken on the plane of the line l0l0 of Fig. 8. 7

Referring to Fig. 1, l0 indicates in its entirety an internal combustion engine, which is provided with the usual hood or enclosure ll, dash board l2, pan l3, and radiator or front l4 for complete- 1y enclosing the internal combustion engine.

The present invention is of universal application to heat engines having a water cooling system or an aircooling system, but the embodiment chosen to illustrate the invention has a water cooling system, including a radiator M with the usual air passages l5 and water connections Hi. The engine may be equipped with the usual fan IT, or in the case of airplanes,,the fan may be omitted, as well as the water radiator. The radiator 14 or front of the engine enclosure 40 is preferably provided with a plurality of shutters I 8, diagrammatically illustrated in Fig. 1, the shutters l8 being pivotally mounted at IS in the shutter frame 20 having a fenestration 21. The shutters 18 are provided with rearwardly extend- 45 ing arms 22, a plurality of which are pivotally secured to a shutter actuating bar 23, and the shutters are urged to closed position by a coil spring 24 tensioned between frame 20 and shutter bar 23.

. to the opposite end of the slot 39.

nection to a rod 21, slidably mounted in a guide 28 carried by the radiator or shutter frame. The rod 21 is provided with a laterally turned end 29 forming a hook or journal adapted to be slidably and pivotally received in a slot 39 formed in a floating link 3|. 7 e

' The floating link 3| may comprise a flat piece of sheet metal provided with the elongated slot 38 for receiving the end of rod 21, and provided with a pair of spaced apertures 32 for receiving the laterallyturned ends of connecting rods 33 and '34. The relation of the parts is such that when both the connecting rods '33 and 34 are actuated at the same time, the slot 39 is maintained in a' position transverse to the direction of movement of the rod 21, and the rod 21 is actuated by the floating link 3|, but-when either of the connecting rods 33 or 34 is actuated separately, the floating link 3| tends to slide rela tive to the rod 21, and the end 29 of rod 21 slides In some embodiments of the invention, the guide 28 may be eliminated. and the rod '21 is merely pivotally connected to the bell crank 25. 7 r

The connecting rods'or links 33 and 3 4 are preferably provided with ' turnbuckles 35 and 36 foradjusting the effective length-of the rods, and the otherends of the rods 33 and 34 are pivotally connected to bell cranks 31' and 38 to be actuated by a pressure responsive device 39 and a heat responsive device 49 respectively.

. The heat responsive device 49 in the present embodiment is'mo'unted directly upon the motor block |0, but if desired this element may be made responsive to the temperature of the radiator l4 or other parts which areheated by the engine. The heat responsive device 49 may comprise a metal casing ,4 of substantially cylindrical shape and formed with an upwardly projecting lug 42 for pivotally supporting bell crank38 by-means of a rivet 43. One arm 44 of the bell crank 38 is pivotally connected to thev laterally turned end 45. of connecting rod 34 while-the opposite arm 46'is provided witha slot 41 ior receivingapin carried by a plunger 49.

The casing4-| is preferably provided with an 7 attaching flange 5D for securing the. heat responsive device to engine block ID,- by means of screw bolts. 5|, and .the casing 4| is also preferably 50 formed witha centrally located extension 52,

forming a seat for a' helical spring 53. The casingmay also be provided with a sheet lining 54 of a size adapted to bereceived in the cylindrical casing 4| and adapted to slidably support'a plurality, ofthermostatic wafers 55 of any conventional type. The extension 52 of easing 4| is providediwith an axially located aperture 59 for slidably receiving theplunger 49, and the plunger 49'is threaded at its lower endtobe received in a complementary threaded aperture in the there mos'tat engaging plate 51. .At its upper end, the plunger 49 is enlarged and provided with a transverse pin 48, which pivotally and slidably engages in slot 41 oi bell crank38.

'- onearm B3" ofithe'bell crank having an aperture for pivotally receiving the laterally turned end 64 of connecting rod 33.

The cylinder 39 may be provided with an axially located bore 857 for receiving piston rod 69, and a counterbore 66 for receiving packing 61. The counterbore 89 is threaded at 68 to receive the gland 99 for compression packing 61. The casing 58 may also be provided with an air aperture 19 above the piston 59 and with a threaded portion 1| adapted to be received in a complementary threaded bore 12 formed in a base 13.

At any point near the bottom of the casing 58.

it is provided with a threaded inlet aperture 14 adapted to receive a pipe fitting 15 for securing a' metal pipe 16 in communication with the interior of casing 58 below piston 59.

The piston 59 may consist of a cup leather 11 having a pivotal outer flange 18 for engaging the walls of cylinder 58 and the cup leather 11 may be secured to piston rod 69 by riveting the cup leather between a pair of metal plates 19 and 80, the latter platebeing provided with a hub 8| having a threaded aperture for receiving one end V of the piston rod 69. The upper end of the piston rod 69 is provided with a transverse pin 82 adapted to be slidably and pivotally received in slot 83 of the arm 84 of bell crank 31.

The metal pipe 16 is connected to the outlet the side forming outlets for the air drawn through the radiator l4, and in order to completely enclose the internal combustion engine I0, I prefer to provide the'louvres 81 with shut ters 88 for closing the louvres 81 when the engine I0 is not running. The shutters 88 may consist of a single plate 89 of sheet metal of substantially rectangular form provided with a pluralityof transversely extending slots 90 adapted to register simultaneously with a plurality of louvres 81. The louvres 81 comprise vertically extending slots in the hood II, which are enlarged by bending. outward the forward wall of each slot as shown in Fig. 10, and the hood is preferably provided with guides 9| for the plate '89, which may consist of a pair of strips of metal of substantially Z-shape, as shown in Fig. 10, having one flange riveted to hood II and another flange forming aguide 'for theplate 89.

The shutter plate 88 is preferably'provided at one end with a hook or shoulder 92 adapted to be engaged by a latch 93 pivotally carried by hood II, and the shutter plate is urged to closed position by a pair of helical springs 94, tensioned between the shutter plate 89 and the rivets 95 7' carried by hood At the end opposite from the hook 92 the shutter plate 89 maybe formed with a laterally pro-V jecting flange 96 adapted to be engaged by the actuating plunger 91 of a pressure responsive device 98. The pressure responsive device 98is enclosed in a casing 99,; which communicates with the oil pump 85 by a conduit H18, and Whenthe engine is started, the oil pressure transmitted by the conduit I00 fills the'chamber |9|, causing the pressure responsive device 98 to contract,

the plunger 91' moving shutters 88 to the open position. When it is desired to lock the shut ters in open position, this may be accomplished by means of the latch 93.

The flange 96, which is adapted to be engaged by plunger 91, may also be provided with a downwardly and forwardly sloping flange Hi2 adapted to cam against the plunger 91 when the side of the hood is moved down into closed position after the hood has been opened.

The operation of the present shutter control ling device is as follows:

When the engine is not running and the engine parts are cold, the shutters are maintained in closed position by the springs 24 and 94, which constantly urge the shutter bar 23 upwardly and shutter 88 rearwardly and the actuating devices 39 and 49 are in the position shown in Figs 2 and 3.

When the engine is started, the oil pressure from the pump 85 is transmitted by means of the conduit '15 to the cylinder 58, the oil pressure forcing the piston 59 upward and rotating bell crank 3'! counterclockwise in Figs. 1 and 2. The arm 63 of bell crank 31 will exert a pull upon connecting rod 33, which will tend to open the shutters [8 against the tension of spring 24, but as soon as the slot 39 of floating link 3! assumes a position other than the vertical position, shown in Fig. l, the floating link 3! will slide upward on the end 39 of rod 21, assuming the position shown in Fig. 5.

Further pull exerted upon the connecting rod 33 will have substantially no effect upon the shutters l8, the floating link 3| merely pivoting about the end 39 of rod 21.

In a similar manner, when the thermostatic device 40 is actuated without actuation of the pressure responsive device 39, a pull being exerted on connecting rod 34 only, the end 39 of rod 21 slides to the upper end of slot 30 in floating link 3|, and the floating link assumes the position as shown in Fig. 6. Thus, when the engine has been running and has been heated to a predetermined temperature, the shutters will be closed promptly as soon as the engine stops, due to the cessation of pressure in the pressure responsive device 3!.

When the engine is started, the connecting mechanism is moved to the position of Fig. 5, but the shutters are maintained in closed position by spring 24. The engine then continues to operate with the shutters closed until it has reached a predetermined temperature, which may be approximately the most efiicient operating temperature, after which the heat conducted from the engine will expand the thermostatic wafers 55, moving the plunger 49 upward in Fig. 3, rotating bell crank 38 counterclockwise and exerting a pull upon connecting rod 34. The floating link 3! will then pivot about the fulcrum provided by one end of the rod 33, the floating link moving in a clockwise direction from the position of Fig. 5 to that of Fig. 7, and the link 3! will exert a pull upon rod 21, pivoting bell crank 25 counterclockwise, moving shutter bar 23 downward and pivoting shutters l8 counterclockwise to the open position shown in Fig. '7.

If the engine should be stopped at this time, the cessation of pressure at the oil pump 85 and in the cylinder 58 will permit the springs 24 and 86 to return the shutters to closed position at once as shown in Fig. 6.

The shutters 88 at the side louvres of the hood H are also actuated by the pressure responsive device 98, being open when the engine liiisrunning and being closed as soon as the engine stops, so that the present device is adapted to completely enclose the engine as soon as it stops to conserve as much of the heat as is possible sure easy starting of the motor.

It Will thus be observed that the present radiator shutter control is adapted to be actuated responsive to two separate devices, which may consist of a pressure responsive device which is actuated responsive to the running condition of the motor, and a thermal device actuated at a predetermined engine operating temperature. The connecting mechanism is adapted to open the shutters only when the engine is running and has simultaneously reached a predetermined temperature, and the shutters are promptly closed as soon as the engine either stops or drops below the predetermined temperature required for actuation of the thermostatic device.

While I have illustrated a preferred embodiment of my invention, many modifications may be made without departing from the spirit of the invention, and I do not wish to be limited to the precise details of construction set forth, but desire to avail myself of all chan es within the scope of the appended claims.

to in- Having thus described my invention, what I claim is new and desire to secure by Letters Patent of the United States, is:

1. In a shutter control for internal combustion engines, the combination of a pair of independent shutter actuating devices with a plurality of shutters, and means connected to said shutters and to both actuating devices, adapted to actuate said shutters responsive only to the movement of both said devices, but not responsive to the movement of either device alone.

2. In a shutter control for internal combustion engines, the combination of a thermostatic device for actuating shutters, and a device responsive to the running of the engine for actuating shutters, with a plurality of shutters, and means connected to said shutters and to both actuating devices, adapted to actuate said shutters responsive only to the movement of both said devices, but not responsive to the movement of either device alone.

3. In a shutter control for internal combustion engines, the combination of a plurality of shutters for controlling flow of cooling fluid about parts of an internal combustion engine. with a spring for moving said shutters in one direction, a pair of controlling devices, and a mechanism connected to both said devices and to said shutters, actuated by both said devices but not responsive to actuation by either controlling device alone.

4. In a shutter control for internal combustion engines, the combination of a plurality of shutters for controlling flow of cooling fluid about parts of an internal combustion engine, with a spring for moving said shutters in one direction, a pair of controlling devices, a floating link connected to both said devices and having a lost motion connection with said shutters whereby said link actuates the shutters only on actuation of both said devices.

5. In a shutter control for an internal combustion engine, the combination of an enclosure about said engine, with a group of shutters for the front of said enclosure, an oil pressure device for actuating said shutters, a second group of shutters for the side of said enclosure, said second group of shutters being actuated by said pressure device, and thermal means for controlling actuation of one of'said groups of shutters by said pressure device.

6. In a shutter control for internal combustion engines, the combination of an enclosure with an internal combustion engine, said enclosure having a movable part for access to said engine, a pressure responsive device carried by said engine, and a plurality of shutters carried by said movable part and adapted to be actuated by said device when saidpart is in closed position.

'7. In a shutter control for internal combustion engines, the combination of an enclosure with an internal combustion engine, said enclosure having a movable part for access to said engine, a pressure responsive device carried by said engine, a plurality of shutters carried by said movable part and adapted'to be actuated by'said device when said part is inclosed position, a spring for urging said shutters to closed position and means for latching said shutters in open position.

8. In a shutter control for internal combustion engines, the combination of a plurality of shutters'with a slidably mounted part for actuating said shutters, a pivot post on said part, a link having a slot to receive said pivot post, a pair of links pivoted to said. link whereby said shutters are actuated by a simultaneous actuation of said pair of links.

said pair of links, and a pressure responsive device actuated by oil pressure from the engine for actuating one of said pair of links.

7 9. In a shutter control for an internal combuslinks pivoted to said link whereby said shutters are actuated by a simultaneous actuation of said pair of links, a pressure responsive device actuated by.

oilpressure from the engine for actuating one of said pair of links, and a thermostatic device ace tuated by heat from the engine for actuating the other of said links. f

10. In a shutter control for internal combustion engines, the combination of an enclosure with an internal combustion engine, a pair of independent shutter controlling devices, and a connecting mechanism between said shutters and controlling devices comprising a slidably mounted part for actuating said shutters, a pivot on said part, a link having a slot to receive said pivot post, and a pair of links pivoted tosaid first mentioned link and connected to said independent controlling devices, whereby said shutters are actuated only by simultaneous actuation of FREDERICK o. BARGAR.

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