US1812869A - Radiator shutter throttle control - Google Patents

Description

July 7, 1931. w. A. EDWARDS RADIATOR SHUTTER THROTTLE CONTROL Filed May 19. 1928 1727/62/60? I Bi'ZZzam aZZcZwaraZ Patented Jul 7, 1931 UNITED STATES PATENT OFFICE WILLIAM A. OI CHICAGO, ILLINOIS RADIATOR SHUTTER THROTTLE CONTROL Application filed Kay 19,

The purpose of this invention is to provide an improved construction of thermostatic control for radiator shutter in which the operation of the engine throttle co-operates 5 with the thermostatic controlling .device for modifying the adjustment of the radiator shutter which the thermostatic regulating device tends to efi'e'ct. It consists'in the elements and features of construction shown and described as indicated in the claims.

In the drawings:

Figure 1 is a diagrammatic representation of a construction embodying this invention for showing the relative positions of the several parts with respect to the radiator and the throttle. 3

Figure 2 is a sectional elevation of the operating ,parts, section being made axially with respect to the thermostatic device, showing the parts'in full line in the normal position occupied when the engine is cold and the throttle closed.

Figure 3 is a view similar to Figure 2 showing the parts at the relative positions occupied when the engine temperature is such as to tend to cause the shutter operating device tohold the shutter system'wide open, and the throttle is at wide open position.

Figure 4 is a view similar to Figure 3 showing the parts at therelative positions occupied when the throttle is partly closed, and the shutter system is at the partially open position resulting from a relatively hot condition of the engine afi'ecting the thermostatic governing device.

In the drawings A indicates the engine, B the radiator casing, and C the shutter system of the radiator. The throttle is'indicated at D with the operating lever arm indicatedat 20, from which the operating rod, 21, extends rearward for manipulation by the driver, and a rod, 22, extends forward and into a sheath, 30, mounted on the engine body or covering and shieldin from the atmosphere a thermostatic device which is most satisfactorily in the form' seen in the drawings, from whose forward rod, 25, extends to the shutter system, with which it is connected outside the radiator f for holding-the entire shutter system open at v have been opened by end a connecting 4 1928. Serial No. 279,184.

the forwardly thrust position of said rod, 25, and for closing the shutters as the rod is retracted rearwardly. The shutter system may be understood to be of customary construction comprising a system of shutter vanes, c, pivotally mounted in the shutter frame, indicated by the vertical bars, 27, 27, at the opposite ends of thesystem, the shutter vanes being connected b an operating rod, 28, any convenient one of the shutter vanes havin a crank arm, 26, outside the bar, 27, to which crank arm the operating rod, 25, is connected for the action indicated. A spring, 31, connected in any convenient manner at any convenient point with one of the shutter frame bars, 27 and with a crank arm, 32, with which any convenient one of the shutter vanes, a, may be provided, operates for holding the entire shutter system normally closed and reacting to close the same when the vanes the operating connec tions described. The rod, 25, and the thermostatic element, 40, are dimensioned so that at normal position, cold, with the radiator shutters closed, the rear end of the thermostatic member, 40, is spaced forward of the forward end of the rod, 22, at the closed position of the throttle, a distance substantially equal to the entire movement of said rod, 22, caused by the movement of the throttle from 80 closed to wide open position. The operation of this construction may be understood to be that upon the adjustment of the throttle to wide open position,. the forward end of the rod, 22, travels through the entire lost motion interval between the forward end of i said rod and the rear end of said thermostat, 40, so that said parts are in contact before any substantial expansion of the thermostat due to the heatof the engine occurs; and that the expansion of the thermostat to any extent operates either for thrusting the rod, 25, in the direction for opening the shutter system, or for thrusting the rod, 25, back in the direction for closing the throttle; so that if the throttle is held or locked at wide open position, holding the rod, 22, with its forward end advanced through theentire lost motion interval, the entire expansion of the thermostat will, operate for thrusting the 109 rod, 25, forward and opening the shutter system, which will therefore be opened to the maximum upon the engine temperature reaching some predetermined maximum. But when the throttle is adjusted or automatically moved to any intermediate position, the shutters will be correspondingly opened less than the maximum, that is, the degree of opening the shutter system will correspond to the degree tle; and accordingly when the throttle is closed and the engine brought to rest, the shutters will be closed by the spring, thrusting the rod, 25, and the thermostat rearward in the sheath, 30, to the full extent of with drawal of the rod, 22, before any cooling of the engine and consequent contraction of the thermostat occurs. And when the engine becomes cold and the thermostat contracted to the original normal dimensions, the rear end of the thermostat will be withdrawn from the forward end of the rod, 22, a distance substantially equal to the thrust of the throt tle lever on the rod in moving from closed to wide open position.

The adjustmentof the parts for determining the lost motion interval between the forward end of the rod, 25, and the rear end of the thermostat, 40, is desirably made with considerable accuracy and in accordance with the operation of the particularengine served by the device; and for the purpose of such .adjustment,-the rod, 22, is provided with a terminal head, 2%, in the form of a disk having a hub which is screwed onto the rod, as shown; and this-disk head serves the further purpose of affording a considerably extended area for encounter with the similarly dimensioned rear end of the thermostat, 4:0, avoiding by the area oi said co-operating parts undue or unduly rapid wear resulting from their action upon each other in the operations above described. I claim:

1. In an engine driven vehicle in combination with the engine having a radiator for controlling the temperature of the engine and radiator shielding means adjustable as to degree of op'e'niii and closing for controlling access of cooling air to the radiator, and operating connections for adjusting said shielding means, a member connected with the engine throttle for 'movement in the adjustment of the throttle, and means connecte for movement in the opening and closing movement of the radiator shielding means, said last mentioned means and the throttleconnected means being positioned for movements respectively in the directions for encountering 'each other in the movement of the radiator shielding means for increasing air access to the radiator and connected means for opening the throttle, with a lost motion interval between the normal closed position ofthe radiator of opening the th'rotfor 1 the throttlethem at shielding means and the-closed position of the throttle, said interval being substantially equal to the total throttle operating movement; the radiator shield operating means comprising a heat-responsive elementpositioned for experiencing the engine heat adapted to be expanded thereby in the direction for reducing said last mentioned mterval.

2. Inthe construction defined in claim 1, the heat-responsive part being a substantially air-tight normally contracted yieldingly expansible shell, whereby its expansion will be caused by the expansion of the confined air, relatively independent of the expansion of the shell itself. I

3. In a motor-driven vehicle having an internal combustion engine equipped with a circulatory cooling system, and a regulator for controlling the temperature of the cooling fluid and thereby the temperature of the en-.

gine, in combination with the engine and the radiator a shutter system for controlling access to the radiator; yieldingly operative means tending to hold the shutter system closed and resisting opening for access of air to the radiator, co-operating elements consisting of movable connections operable for opening the shutter against the resistance of said yielding means, and a member connected with the engine throttle for movement in the adjustment of the latter, the shutter opening means and said throttle-connected parts being positioned-for movements respectively in the directions for encounter with each other in the closing movement of the shutters and theopening movement of the throttle, and dimensioned for providing a lost motion interval between them at the closed position of the shutter system and the closed position of the throttle substantially equal to the total throttle operating movement, one of said cooperating elements comprising a heat-respons ve part positioned for experiencing the englne heat, and adapted to be enlarged thereby 1n the direction for reducing said lost motion interval.

4. In the constructiondefined in claim 1, the heat-responsive element being mounted on the engine body exteriorly thereof, and a casing enclosing the same for confining about it heat radiated from the engine body and shielding it from atmospheric temperature. 5. In an internal combustion engine, in combination with an adjustable air shield for the radiator, operating connections thereto from the engine throttle, said connections containing a fluid temperature-responsive element exposed to engine temperature and protected from atmospheric temperature and adapted by the changes in said element due 6. In an internal combustion engine, in combination with an adjustable air shield for v the radiator, operating connections thereto 'fromtheen 'ne throttle, said connections containing a uid temperature responsive element exposed to theengine temperature and exposed to atmospheric pressure adapted by the changes in said elementdue to changes in its temperature to modify the movement transmitted from the throttle to the adjustable air shield, the temperature-responsive element being adapted for producing by cooling a st motion gap between the temperature responsive element and the adjacent member of said connections in said operating connections substantially equal to the full throttle operating movement at the closed position of the responsive element; whereby the air shield and the closed position of the throttle. v 7. Inthe construction defined in claim 1,

the heat-responsive element being a substantially airtight normally contracted yieldingly expansible shell adapted to be expanded by increase of tem erature expanding the confined air, such beat-responsive element being mounted on the engine body exteriorly 7 thereof by means of a casing directly mounted on the engine body and enclosin said heat- %eat of the engine body is communicated to the confined air in the temperature-responsive element through the medium of the air confined in the enclosing casing. Y

In testimon whereof, I have hereunto set m hand at O 'cago, Illinois, this 8th day of WILLIAM A. EDWARDS.

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