US1278558A

US1278558A - Intake-manifold.

Info

Publication number: US1278558A
Application number: US21160018A
Authority: US
Inventors: Franklin E Arndt
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-01-12
Filing date: 1918-01-12
Publication date: 1918-09-10
Anticipated expiration: 1935-09-10

Description

F. E. ARNDT.

INTAKE MANIFOLD.

APPHCATION FILED JAN. 12. I918.

Patented Sept. 10,1918.

2 SHEETSSHEET 1.

atforwcq F. E. ARNDT.

INTAKE MANIFOLD.

APPLICATION FILED JAN. 12. I9IB.

Patented Sept. 10, 1918 2 SHEETSSHEET 2 tained and the ultimate degree of power FRANKLIN E. ABNDT, 0F GALION, OHIO, ASSIGNOR OF ONE-HALF TO DAVID C. BOYD, OF GALION, OHIO.

INTAKE-MANIFOLD.

Specification of Letters Patent. fatentgd Sept. 10 1918 Application filed January 12', 1918. Serial No. 211,600.

To all whom it may concern:

Be it known that. I, FRANKLIN E. AnNnT, a citizen of the United States, residing at Galion, in the county of Crawford and State of Ohio, have invented certain new and useful Improvements in Intake-Manifolds, of which the following is a specification.

This invention relates to an improved intake manifold for motor vehicle engines and has for its primary object to provide an intake manifold especially designed for use in connection with an engine of the type used in the Ford automobile, and which is intended to be substituted for the intake manifold of the engine and interposed between the usual exhaust manifold and the ports of the engine cylinders.

In its broadest, aspect, the invention contemplates the provision of a simple and effective manifold construction which will result in the thorough vaporization of relatively low grade hydrocarbon fuels, such as kerosene and the like. and which will also increase the vaporization of gasolene or other relatively refined fuels in the passage of such fuel from the carbureteigto the cylinder intake ports, to the end that a maximum of completely vaporize-d gas will be obefficiency procured in the combustion thereof.

It is another object of my invention to provide an intake manifold wherein the gaseous mixture is heated and thoroughly vaporized by the BXlltlllShIflOll'l the engine cylinders, the manifold being so constructed that it may be readily applied in' operative position with relation to the exhaust inanifold, without necessitating structural changes of any character whatever in the latter.

The invention also has for one of its more specific objects to provide an intake manifold as above characterized having spaced exhaust receiving ports and intake ports spaced from the exhaust ports, and means for directing the gaseous mixture in close confinement around the walls of the exhaust ports, whereby the mixture is heated to a very high degree and allsolid particles of fuel thoroughly vaporized in the passage of such mixture to the intake port-s.

It is likewise one of the secondary objects of my invention to provide a manifold construction wherein the incoming gaseous mixture is equally divided in the manifold and distributed in uniform volume to the respective intake ports without creating back pressure through the carburetor connection.

And it is a further general object of my invention to provide a hydrocarbon fuel vaporizer embodied in the construction of the intake manifold. which is relatively simple, as well highly effective and reliable in practical use, may be easily and quickly applied in operative position without requiring the services of a skilled mechanic, and by the use of which appreciable economy may be realized in the operation of the engme.

\Vith the above and other objects in view, my invention consists in the novel features of construction, combination, and arrangement of parts to be hereinafter more fullv described, claimed and illustrated in the accompanying drawings, in which:

Figure 1 is an elevation partly in section showing my improved intake manifold applied to a. motor vehicle engine of the Ford type in conjunction with the usual exhaust manifold;

Fig. 2 is a top plan view;

Fig. 3 is a rear side elevation of the intake manifold;

Fig. 4 is a horizontal section taken on the line H of Fig. 1;

Fig. 5 is a section taken on the line 5-5 of Fig. 1; i

Fig. 6 is a section taken on the line 6-6 of Fig. 1; and

Fig. 7 is a section taken on the line 77 of Fig. 1.

Referring in detail to the drawing, 5 designates the front side or body wall of the vaporizer casing and 6 and 7 respectively indicate the longitudinally extending top and bottom walls thereof. These top and bottom walls preferably converge longitudinally to the ends of the manifold and are integrally connected by the terminal exhaust ports 8. The top wall 6 at the center of the manifold and at each side thereof is downwardly curved, as shown at 9. 10 designates the curved goose-neck connection to the carbureter (not shown) which is integrally formed with the bottom wall 7 of the manifold at its longitudinal center.

The bottom wall 7 extends in a horizontal plane for a short distance upon each side'of the carburetor connection 10 and at the ends of such horizontal portions of the wall 7, verti-ally disposed transverse webs 11 are integrally formed therewith and also with the front wall of the manifold body. The upper ends of each web 11, which terminates at the. approximate center of the manifold, are integral with the cylindrical wall of an exhaust port 12. The intermediate exhaust ports 12 are spaced from each other and disposed at approximately equal distances from the center of the manifold.

13 designates the two intake ports of the manifold which are located between the intermediate exhaust ports 12 and the terminal exhaust ports 8. ()bliquely inclined transversely disposed webs 11 and 15 respectively are integrally formed with the top wall 6 of the manifold and with the wall of the exhaust port 12, said webs being connected to each other by the integral, substantially semi-circular wall 16, which extends around the outer side of the. intake port 13. 17 designates a rear side wall of the manifold which is integral with the top and bottom walls, the webs 11, 11 and 15, and the port walls 16, whereby the rear side of the manifold body between the several ports 12 and 16 is entirely closed. The. remaining longitudinal portion of the manifold body at the rear side thereof, between the webs 11 and the terminal exhaust ports 8, is open as is clearly shown in Fig. 3 of the drawings. lVithin the body of the manifold, between the spaced vertical webs 11 thereof, integrally connected transverse baffle plates 18 are arranged, said baffle plates extending transversely between the front wall 5 and the rear side wall 17 of the manifold. These batlie plates are curved in relatively opposite directions in concentric relation to the respective exhaust ports 12 and the integrally connected upper ends of these b'atlie plates terminate in a plane in which lie the axes of said ports. The lower ends of the ballle plates 18 are disposed in spaced relation to the respective Webs 11 and at a point substantially midway between said webs in the wall of the carbureter connection 10.

The battle plates 18 and the walls 9 in conjunction with the walls of the respective exhaust ports form curved upwardly extending passages, designated 19, leading from a common inlet chamber 20 which receives the gaseous mixture. These passages above the batlle plates 18 communicate with passages, indicated at. 21, which are formed by the spaced webs 1 1 and 15. The downwardly curved. central portions 9 of the wall (3, which are likewise concentrically related to the walls of the exhaust ports 12. constitute in etl'cct continuations of the walls 11. Thus, in effect. there is provided passages of unin- .terrupted continuity leading from the common gas inlet chamber 20 around the exhaust ports to the respective intake ports 13 of the manifold structure.

The top wall 6 of .the manifold is preffuel, as will be presently more fully related.

Each of the integral wall connections between the webs 15 and the walls of the exhaust ports 12 is transversely bored to provide' an opening 23 therein and additional openings 2-1t are likewise formed in the front wall 5 of the manifold body between the terminal exhaust ports8 and the intake port 16 for the purpose of receiving the usual fastening bolts.

In assembling the improved intake manifold in operative position upon the Ford type of motor vehicle engine, the usual intake manifold is removed and my improved manifold is interposed between the exhaust manifold and the engine cylinder head, it being understood that the several intake and exhaust ports of the manifold are disposed in registering relation with the corresponding ports of the cylinders. The connections of the exhaust manifold indicated in the drawings at 25 are then engaged with the outer sides of the several exhaust ports 8 and 12 of my improved manifold. Bearing brackets, indicated at 26, are disposed between the exhaust port connections to the intake manifold, each of said brackets including,a main body plate recessed at its opposite ends as at 27 to receive the clamping bolts 28. iearing lugs 29 and 30 are formed upon the central portion of this plate and project respectively from the opposite side faces thereof. The lug 29 engages against the outer side wall 5 of the intake manifold. 31 designates the clamping members as are provided in the type of engine above referred to for holding the manifolds in their operative positions. One end of the clamping member is engaged against the lug 30, while the other end thereof bears upon one of the exhaust manifold connections. By then tightening the nuts on the outer ends of the rods or bolts 28, the exlaterally against the webs '11. It then passes upwardly and inwardly between the walls of the exhaust ports 12 and the batlle plates 18 and around the exhaust port walls through the passages 21 to the intake ports 13. The flame and exhaust gases which enter the exhaust manifold through the ports 1:2, heat the annular walls of said ports to a very high degree. The gaseous mixture in its travel through the passages 19 is confined by the baffle plates 18 and forced-to travel through said passages in close contact with the exhaust port Walls. Thus it will be manifest that the mixture is very highly heated and all solid particles of fuel which may be contained therein will be thoroughly vaporized. In the passage of the vaporized mixture into the passages 21, an equal division of the mixture will be maintained owing to the fact that the top of the manifold is provided with the curved wall sections 9 which are concentric to the walls of the exhaust ports, effecting a division of themixture above the upper ends of the battle walls 18 so that it will be delivered in uniform volume to the respective intake ports 13.

From the foregoing description. taken in connection with theaccompanying drawings, the construction, manner-of operation.

, and several advantages of my invention will be clearly and fully understood. The improved intake manifold may be produced in the form of a single integral casting and can therefore be expeditiously manufactured at relatively small cost. The manifold,

as a whole. is of very simple construction, v

and While I have herein referred to the device as particularly designed for use in connection with the Ford type of motor vehicle engine, it will be at once apparent to one familiar with the art that by resorting to minor structural modifications, the manifold may also be adapted for use in connection with various other types of such engines. In practice it has been found that the device accomplishes the intended purpose in a very satisfactory manner, and enables the engine to be operated on relatively low grade hydrocarbon fuels, or with the more refined fuels, such as gasolene, with a material reduction in the consumption of the latter, though without impairing the power efiiciency of the engine. As the low grade fuels are procurable at considerably less cost than refined hydrocarbon fuels, the economy resulting from the use of the device will be at once manifest. The construction and relative proportions of .the several parts of the manifold, as indicated in the accom-' panying drawings, I have found to be productive of the best results. It is, however, to he understood that the several structural features of the device are susceptible of numerous modifications, and I accordingly re serve the privilege of adopting all such legitimate changes therein. as may be fairly embodied within the spirit and scope of the; invention as claimed.

Having thus fully described the invention, what I desire to claim and secure by Letters Patent is:

1. A manifold for internal combustion engines comprising a body having spaced noncommunicating ports extending transversely therethrough to receive the exhaust from the respective engine cylinders, said body being also provided with a fuel inlet chamber and intake ports disposed in spaced relation to the exhaust ports, and means for directing the fuel mixture from the inlet chamber around the walls of the respective exhaustports to the intake ports.

2. A manifold for internal combustion engines comprising a body having spaced noncon'nnunicating ports extending transversely therethrough to receive the exhaust from the respective engine cylinders, said body being also provided with a fuel inlet chamber and intake ports disposed in spaced relation to the exhaust ports, and a transversely disposed wall ha-ving portions disposed in concentric relation .to the walls of the respective exhaust ports to direct the fuel mixture from the inlet chamber around the latter walls in close contact therewith to the intake ports.

A manifold for internal combustion engines comprising a body having spaced noncommunicating exhaust ports extending transversely therethrough to receive the exhaust from the respective engine cylinders, and an intake port disposed in spaced relation to each of the exhaust ports, said manifold .body having a fuel inlet chamber and integrally connected walls defining passages leading from the inlet chamber around the respective exhaust ports to the intake ports.

l. A manifold for internal combustion engines comprising a body having a fuel inlet chamber, and integrally connected walls defining spaced intake and exhaust ports and a fuel receiving passage leading to the intake port, and a transverse wall constituting an integral part of the manifold structure and disposed in spaced relation to the wall of the exhaust port to direct the fuel mixture around said port wall and in close contact therewith into said passage.

5. A manifold for internal combustion engines comprising a body having a fuel in let chamber. and spaced transversely extending walls at the upper side of said chamber defining exhaust ports. said manifold body also having additional transverse walls defining intake ports laterally spaced from the respective exhaust ports and passages leading to said intake ports. and ballle walls extending transversely through the fuel inlet chamber and acting to direct the gas mixture in equal yolume around the walls "of the respective exhaust ports and into said passages.

6. A manifold for internal combustion engines comprising a single structural unit and including a front side Wall, top and bottom walls, and a plurality of integrally connected transverse walls defining intake and exhaust ports and a common fuel inlet chamber, and passages connecting the inlet chamber to the intake ports around said exhaust ports, a rear wall closing said chamber and the passages, said exhaust ports opening through the front and rear walls of the manifold and said intake ports opening through the rear wall thereof.

7. A manifold for internal combustion engines comprising a single structural unit and having an elongated body including a front wall and top and bottom walls, and terminal exhaust ports at the ends of the manifold body, the manifold structure also including integrally connected transverse walls between the top and bottom walls thereof and defining a plurality of intake and exhaust, ports and a common fuel inlet chamber, and passages leading from said chamber to the respective intake ports, a rear wall closing the inlet chamber and said passages, the exhaust ports opening through the front and rear walls of the manifold and the intake ports opening through the rear wall thereof.

8. In combination with an internal co1nbustion engine having an exhaust manifold, an intake manifold comprising a single structural unit adapted to be interposed between the exhaust manifold and the engine cylinders and having a plurality of transverse walls defining intake and exhaust ports and a common fuel inlet chamber, the manifold structure being further provided with additional terminal exhaust ports, said exhaust ports of the intake manifold being open at their opposite ends and adapted to be connected to the exhaust ports of the engine cylinders and therespective fuel inlets of said exhaust manifold, the intake ports of said intake manifold opening upon one side of the manifold body and adapted for connection to the intake ports of the engine cylinders.

In testimony whereof I aflix my signature in the presence of two witnesses.

FRANKLIN E. ARNDT. WVitnesses:

DEAN C. Txnno'r'r,

M. G. MUNGEM.