THERMOSTAT ASSEMBLY FOR ENGINE COOLING SYSTEMS

Abstract: A thermostat assembly for an engine cooling system comprises a housing (1) having a coolant flow passage (2) therethrough, extending from a first port (3) to a lower second port (4), a thermostatic valve (11) posi­ tioned in the passage to control the flow of fluid, a jiggle pin type bleed valve (20) mounted in a bypass passage (12, 14, 16) to allow air nast the valve (11) during filling, and an integral filling passage (7) through which the whole cooling system is filled. The filler inlet (8) is higher than the two ports (3, 4) and the bleed valve (20) is posi­ tioned at a higher level than the thermostatic valve so that air is completely flushed from the system during filling. A vent passage (28) communicates with the bypass passage to vent air from the top of the engine to which the hosing is fixed.

Description: D;'SCRIZION This invention relates to thermostat assemblies for engine cooling systems. Conventional engine cooling systems include a thermostatic valve mounted in a coolant flow passage in a housing which is mounted on the engine. The thermostatic valve operates in response to the temperature of the coolant to control the flow of coolant through the housing so that, at low temperatures, coolant is prevented from circulating through a radiator in the cooling system and therefore allows the engine to warm up quickly. When the cooling system is filled, the thermostatic valve is normally closed. In order to allow air displaced by the coolant to escape from the system during filling, an air bleed valve is usually provided to allow the displaced air to flow past the closed valve. This bleed valve is normally positioned either in the thermostatic valve unit (as, for example, shown in British Patent Specification No. 1029545) or in a separate bypass passage communicating with the flow passage on opposite sides of the valve (as shown in British Patent Specification No. 1401396). Usually the bleed valve comprises a float which is movable into and out of engagement with a valve seat and moveS into sealing engagement with the valve seat, closing the valve, when the water level in the cooling system reaches the level of the bleed valve. lhen the water has reached this level therefore, there is a risk that air locks can be formed in the part of the system above the bleed valve. Although the air would be displaced when the thermostatic valve has opened, the cooling system would not be filled to the correct capacity. According to the present invention there is provided a thermostat assembly for an engine cooling system comprising a housing having a coolant flow passage therethrough extending from a first port to a second port and adapted to be secured to an engine with the first port higher than the second port, a thermostatic valve positioned in the flow passage and operable in response to the temperature of the coolant to control the flow of fluid through the flow passage, a bypass passage communicating with the flow passage on opposite sides of the valve, and a bleed valve in the bypass passage for allowing air past the valve when closed as the engine cooling system is filled with coolant characterised in that the housing incorporates a filling passage having an inlet at a higher level than the first and second parts and through which coolant may be introduced into the flow passage and in that the bleed valve is positioned in the housing at a higher level than the thermostatic valve. By incorporating the filling passage, the inlet to which must be the highest point in the cooling system, in the housing and arranging the air bleed valve higher than the thermostatic valve, the amount of air trapped in the cooling system when the system is filled with cold coolant is minimised. The filling passage preferably discharges into the flow passage adjacent the first port and the bypass passage preferably also has an outlet into the flow passage adjacent the first port. With this arrangement the bleed valve can be > ,ositioned level with the first port, thus ensuring that the system can be filled substantially completely with coolant when the thermostatic valve is closed. The optimum position for the housing is above the engine so that air is displaced from all the cooling passages in the engine head during filling. In some engines however this is not possible and the housing must be positioned on one side of the engine. For such cases, a vent passage is preferably provided in the housing of the present invention. This vent passage has an inlet arranged to communicate with the engine above the second port and an outlet on at least the same level as the inlet and communicating with the bypass passage below the bleed valve but above the thermostatic valve. The housing can then be positioned alongside the engine with the vent passage arranged to vent air from the cooling passages in the top of the engine above the second port of the housing during filling. The disposition of the bleed valve in a separate bypass passage also has the advantage that the thermostatic valve, which will usually be in the form of a unit, can be arranged with its valve seat in any orientation, for example, vertical or horizontal. h preferred embodiment of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is an elevation of one side of the thermostat assembly in accordance with the invention showing the assembly in its normal position; Figure 2 is an elevation of the other side of the assembly of Figure 1; Figure 3 is a plan of the assembly of Figures 1 and 2; Figure 4 is a vertical cross section taken along line rV-IV of Figure 1; and showing the assembly mounted on an engine, Figure 5 is a vertical cross-section taken along line V-V of Figure 4; and Figure 6 is a vertical cross-section taken along line Vl-VI of Figure 3. Referring to the drawings, the thermostat assembly comprises a housing 1, in the form of a unitary casting. The housing 1 has a coolant flow passage 2 therethrough, the passage 2 extending from a first port 3, adapted to be connected to a flexible radiator hose, to a second port 4 (Fig. 2) which is surrounded by a mounting flange 5 by means of which the housing 1 may be bolted to an engine 6, as shown in Figure 4. The first port I is at a higher vertical level than the second port 2 when the housing occupies its normal working position, which is as shown in the drawings. A filling passage 7 through which coolant fluid may be introduced into the housing is formed integrally with the housing 1. The filling passage 7 has a flanged inlet 8 adapted to receive a pressure cap (not shown) of conventional construction. The outlet from the filling passage 7 discharges directly into the flow passage 2 adjacent the first outlet 1. The inlet 8 is positioned above the first and second ports and, when installed in the vehicle, is the highest point of the cooling system. An overflow pipe 9 projects outwardly from the filling passage 7 immediately below the inlet 8. A threaded bore 50 is formed in the housing 1 to receive a temperature sensor (not shown). As seen in Figure 3, a seat 17 is formed in the flow passage 2 inwardly of the second port 4 and, as indicated schematically in Figure 5, a thermostatic valve unit 11 of conventional constuction is received in the seat. The valve unit 11 operates in response to the temperature of the fluid in the passage 2 to control the flow of fluid there through. At room temperature, the valve unit 11 is closed. The mounting flange 5 includes a horizontal transverse bore 12 which extends from one side of the flange 5 and intersects the top of the coolant passage 2 immediately adjacent the valve unit 11 on the side nearer the second port 4. The mouth of the transverse bore 12 includes a connecting pipe 13 for coupling the housing 1 to a vehicle heater matrix. A vertical bore 14 extends downwardly through the flange 5 to intersect the transverse bore 12. The upper end of the bore 14 is closed by a cap 15 (Fig. 5). As best seen in Figures 1 and 6 a horizontal recess 16 cast into the internal wall of the flow passage 2 effects communication between the vertical bore 14 and the flow passage 2 at a point adjacent the first port 1 and on the opposite side of the valve unit 11 from the bore 12. The transverse bore 12, the vertical bore 14 and the recess 16 thus form a bypass passage around the thermostatic valve unit 11. A bleed valve 20 (Fig. 5) of the "jiggle pin" type positioned in the vertical bore 12 comprises a tube 21 having perforations 22 around its upper end which register with the inner end of the recess 16. An irsardly-tuned flange is formed on the lower end of the tube 21 and acts as a seat 23 for a valve member 25. The valve member 25 comprises a float 25 of plastics material e.g. nylon having a density less than water moulded on to a supporting pin 27 by means of which the float is suspended from the lower end of the tube 21 for vertical movement into and out of sealing engagement with the seat 23. The tube 21 is positioned iD the upper end of the vertical bore 14 at a higher vertical level than the valve unit 12 and at approximately at the same level as the centre of the first port 3. A vent passage 28 extends obliquely from the face of the flange 5 to communicate with the vertical bore 14. The inlet 29 to the vent passage 28 is positioned at a higher level than the second port 4. The outlet from the vent passage 29 is on the same level as the inlet and communicates with the vertical bore 12 immediatelv below the bleed valve andebove the valve unit 11. In use, the housing 1 is bolted to an engine 6 as shown in Figure 4 and is sealed thereto by means of a gasket37. The gasket 37 includes two apertures which register with the second port 2 and the inlet 29 of the vent passage 28 and connect them to respective outlet ports 50,31 in the engine. The lower outlet port 31 which registers with the second port 2 is the outlet for the main flow passages of the engine indicated schematically at 34. The upper outlet 30 communicates with a vent passage 35 which is the highest point in the internal cooling passages in the engine. When cold coolant is introduced into the empty cooling system through the filling passage 7, the valve unit 11 will be closed. Consequently when the passage 2 has filled up to the level of the bottom of the first port 1, it will pass out of the housing through the first port 1 and thence to the radiator (not shown) and the engine 5 and the heater matrix (not shown). Air displaced by the water passes from the engine into the second port 4 and from the heater matrix into the transverse bore 12. Since the valve 11 is closed, the air passes up the vertical bore 14, through the bleed valve 20 and the recess 16 and out of the housing through the filling passage 7. As the coolant level in the cooling system increases, it will fill the main flow passages of the engine 5 and reach the level of the second port 2 and then pass through the bypass passage until it reaches the level of the valve 20. At that point the float 26 will be raised into sealing engagement with the seat 23 to prevent further escape of air from the system. By this time however, all the air will have been displaced from engine flow passages either through the main flow passages 34 or through the vent passage 35. Consequently the engine cooling passages will be completely full of water. Moreover, since the bleed valve 20 is at a level higher than the valve unit 11, the valve unit 11 will be completely immersed. Additionally, since the outlet fron; the bypass channel through recess 16 lies on level with the first port 1, the only volume in the system not containing water is that in the immediate vicinity of the filling passage 1. The system can therefore be topped up with coolant without any fear that air is locked in the system.

Claims: CLAIMS 1. A thermostat assembly for an engine cooling system comprising a housing having a coolant flow passage there through extending from a first port to a second port and adapted to be secured to an engine with the first port higher than the second port, a thermostatic valve positioned in the flow passage and operable in response to the temperature of the coolant to control the flow of fluid through the flow passage, a bypass passage communicating with the flow passage on Opposite sides of the valve, and a bleed valve in the bypass passage for allowing air past the valve when closed as the engine cooling system is filled with coolant characterised in that the housing incorporates a filling passage having an inlet at a higher level than the first and second ports and through which coolant may be introduced into the flow passage and in that the bleed valve is positioned in the housing at a higher level than the thermostatic valve. 2. An assembly according to Claim 1 wherein the housing defines a vent passage having an inlet arranged for communication with the engine above the second port and an outlet on at least the same level as the inlet and communicating with the bypass passage below the bleed valve but above the thermostatic valve. 3. An assembly according to Claim 1 or Claim 2 wherein the filling passage has an outlet into the flow passage adjacent the first port. 4. An assembly according to any one of Glaims 1 to 3 wherein the bypass passage has an outlet into the flow passage adjacent the first port. 5. An assembly according to any one of Claims 1 to 4 wherein the thermostatic valve comprises a generally planar valve seat which is arranged in a generally vertical plane when the housing is in its normal position. 6. An assembly according to any one of Claims 1 to 5 wherein the bleed valve comprises a valve seat and a float movable into and out of sealing engagement with the valve seat, and arranged to seal the valve seat when the cooling system is full of coolant. 7. A thermostat assembly for an engine cooling system substantially as hereinbefore described with reference to the drawings.

Inventors: HUNT, ALBERT ALFRED
Applicants: FORD FRANCE SOCIETE ANONYME, FORD MOTOR COMPANY LIMITED, FORD-WERKE AKTIENGESELLSCHAFT
Application year: 1980
Main classification: F01P7
IPC codes: G05D23