BOILING WATER FOR COOLING.
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A Resum6 of Recently Published Patents.
The idea of keeping the circulating Water at boiling point is not new to readers of this journal; we have already, quite recently, dealt with one patent specification embodying that principle.It is a method of cooling—the word. being, -of course, uSecl in the relative sense—which has certain well-defined advantages, to the neinaber of which we shall naturally add as' in course of time; meter fuel beixenta denser and, which is ware important, less easy to veparize at normal atmos.pheric temperatures.
The most interesting patent speci7 1i-cation with which we have to deal now is ooneerned with the application of the above principle, -and we may costeider it best, perhaps, if we approach the subject in a .general way, reviewing the pros and cons of the present system, and comparing them with those of that one which is now proposed.
Cooling of an internal-combustiOn engine is iiecessary in ceder to maintain its working parts at a te-mperatme at Which they may practicably be used. Other things being equal, the hatter the engine, within reasonable limits, the mere efficiently it will work. For practical reasons, the most convenient temperature is about that of boiling -water. In the case of a meter vehicle, however, if the cooling water. were to be allowed to boil, it would not only be unsightly .(,,ertel that would be -sufficient objection in tself), hut would else necessitate comparatively frequent stoppages for replenishment of the water supply. There would, moreover, be the risk that, owing to failure to maintain the water level at the proper height, damage would ensue as the result of overheating.
Now the amount of cooling required is proportional to the power developed. In a car engine, the "MaX131.111M power is rarely used, but the -cooling system has to be proportioned to the maximum. Consequently, for most of the time the engine is over-coaled and correspondingly inefficient. Moreover, carburation and other troubles are liable to develop, particularly with heavier fuels, as the engine temperature falls. Amelioration of this condition lies been sought in yarions directions, as by the fitting of a thermostat in the circulation pipes, -designed to divert some of the cooling water from the radiator, by-passing it directly from the cylinder outlet to the inlet, -and thus maintaining the heat of the water. A thermostat is sluggish in action and needs rather delicate adjustment, besides it has other defects, exemplified as follow ; The cylinder jackets of even the bestdesigned engines are necessarily -somewhat complicated as regards their internal passages. In consequence, the water flows irregUlarly, lying stagnant in some -parts, and flowiag quickly through ethers. This means that while some parte of the cylinder may be hot the remainder will he cool—peehape too cool. A thermostat in the external piping cannet control this.
If boiling water (or other medium) be employed, many ofthese deficiencies are obviated. Aa equable temperature is maintained throughout the entirecirculation system. "NO thermostat is required, its place being taken by a simple is20 automatic valve, which by-passes to the cylinder all unevaporated water, allow-' ing steam only to past to the one-time radiator, which new serves as a condenser.
The accompanying drawings show the general -arrangement of a circulating system employing boiling fluid as a cooling medium. A pump draws water from the base of the condenser and delivers it to the cylinder jackets, whence it emerges partly as boiling water and
partly as steam. The small spring-controlled valve which is shown inserted usthe pipe' connecting the cylinder jackets to the top of the condenser allows steam only to -pass to the oondenser, beget-her with a small quantity -of water for sluicing purposes. The hulk of the water runs straight to the pump inlet by the branch pipe shown. The valve itself, which appears in detail in the drawing, is the feature of the patent No. 14708. Its purpose is to regulate the amount of water which passes over to the -condenser, so that only the minimum necessary for sluicing the condenser tubes is allowed to flow that way. The patentee is C. Seamier, of Germany.
Other Patents of Interest.
No 152,329, by A. Taiehlin, describes a false front or casing for a radiator. It is designed also to support the lamps, and embodies a blind for covering part of the radiator surface when, owing to low atmospheric temperatures, the cooling is excessiite.
The same patentee, in No. 152,330, refers to aspecial construction of radiator in which there are three main vertical tubes. The two outer ones receive the het water direct from the upper container of the radiator. Thin flat tubes eonneet these tubes with the central one, which is described by the inVentor as the withdrawal header. It is claimed that more effective cooling results from this arrangement.
A simple contrivance designed to facilitate the dismantling of vertical boilers familiar on Certain types of steam wagons is the subject of a patent No. 175,693 by 0. IT. Owen. It consiets, broadly, of a spider member, with a -number of legs -outwardly and .downwardly radiating from a centre, into which, is mounted a swivelling eye bolt. At their lower ends these legs are out wardly bent and hooked, 80 that they will conveniently engage the bottom edge 4-if the flange of the boiler shell.
The operating gear which is the subject of a patent, No. 155,198, by Argus lictoren-Gresellschaft, appears to be particularly applicable te that type of chassis in whichothe engine and gearbox are built or belted togettee to form eee complete unit, and in Which the propeller shalt is enclosed within a tubular torque rod, -the spherical forward end of which bears in suitable brackets at the rear of the unit. Both pedals—the .change-speed lever and side brake lever e---are mounted on shafts supported from the i-ear of the engine-gearbox unit, and the brake compensating gear is embodied witlerthis centralised arrangement of the operating gear, so that the forward ends of the brake coupling md.s are all in the same plane as -the spherical end of the torque rod. It is claimed that the operating gear, arranged he accordance with the ideas embodied in this invention, is simpler and cheaper to construct, as well as being mere, accessible, while the location of the brake red ends eliminates any change in the effective length of those rods consequent upon the -vertical movement of the rear axle.
W. Camp, in No. 173,575, describes an arrangement of draiebar eenneetiom, for -use with one or more trailers by the uee of which accurate tracking of trailers and tractor is achieved. There are two drawbars required, and they aee attached one to each end of the rear cross member of the tractor, being then arranged obliquely, crossing one another, so that the one which is attached to the rear near side of the tractor Couples up to the trailer at its front OS side, while the ens whit+ hitches to the eft side of the teacher is fastened to the near side of the leader.
The Palladium system. of auspensioe, embodying double cantilever springs, one alieve and one below the aele, has had frequent and extensive reference from time to time in our news columns, so that a lengthy description of patent specification. No. 173,583, which deals with this Meentiert, is quite unneces. eery. it is of interest, to note the ca-re which has been taken to ensure as much independent flexibility for each spring . as is permissible or practicable, and as en instance of this attentiob may usefully be drawn to -what may be termed. the articulated ehacklee which are employed for the front ends of the springs. The upper spring is suspended from the e.haseis by a pair of ebacleles, sad the lower One from the upper one by a second -pair. It is tletis possible -for either spring to move to and fro without necessarily involving its fellow insimilar motion.
No. 173,585, by S. Conlier, refers to that type of motor vehicle which is entirely front-wheel driven; and describes what is chimed to be a-n improved suspension.