US1304987A - Intake manifold - Google Patents

Description

vy. E. KEMP. INTAKE MANIFOLD APPLICATION FILED NOV. 221 191].

1,304,970 Paten ted May 27,1919.

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IN VEN TOR.

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W. E. KEMP;

WTAKE MANIFOLD.- APPLICATION FILED NOV. 22, 19w.

Patented May 27,1919.

4 SHEETS-SHEET 2.

IN VEN TOR.

I! ATTORNEY W. E. KEMP.

INTAKE MANIFOLD.

APPLICATION FILED NOV. 22. m7.

1,304,987, Patented May27,1919

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INVENTOR.

% 7aw a n 3? ATTORNEY W. E. KEMP.

INTAKE MANIFOLD.

APPLICATION FILED.N 0V. 22, 1917M Patent ed May 27, 1919.

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All 2 INVENTOR.

Wnfi r ai'taATToRNEy To all whom it may concern:

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Be it known that I: wmmm E. Kuhn, a citizen of the United States, and a resident of the city of New York, in the county of New York and State ,of New York, have invented certain new and useful Improvements in Intake-Manifolds, of which the following is a specification. e I

The present invention relates to intakemanifolds for internal combustion engines.

It is commonly known among motor vehicle engineers that about 90% of the carburation difliculties experienced with the present day gasolene or other liquid hydrocarbons isdue to the fact that the vaporized fuel has a tendency to condense between the charge forming device and the cylinders ,of the motor, or 1n other words in the intakemanifold of the engine. This defect arises from the fact that the area of the passage through the intake-manifold must be dimensioned to be lar e enough to supply the engine with a com, stible mixture 2 of the proper proportions and volume to 'runthe engine at its maximum eficien'cy. This passage is thusso large that, when the engine demands but a minimum supply, for

' instance when idle at say -100 revoable.

lutions per minute with no'load' thereon,- the vaporized combustiblemixjwre moves through the manifold on the suction strokes of the pistons at such a reduced velocityjthat it condenses. The condensed hydrocarbon causes most troubles at low engine speed or at a period when the combustible mixture passing from the carbureter to. the motor is idling in the intake-manifold; lit is obvious that, when the engine is 'i11nning with no load or practically with ,no mama. part of the combustible mixture condenses in the manifold, the engine speed cannot be kept constant or not even nearly constant because the cylinders do not receive a uniform mix-- ture, since the combustible mixture rushing past the condensed hydrocarbon in the in take-manifold is made richer than .is

The main object of the present invention is to provide an intake-manifold, wherein the combustible mixture travels from the carbureter to the engine cylinders at a constant or nearly constant speed, irrespective (if the speed of the engine, whereby condensation ofthe hydrocarbon is prevented.

With these and other objects in view, which will more fully appear as the nature Specification .of Letters Patent. Application filed November 22. law. Serial no. 203.357.

1 the invention.

Eaten-ted of the invention is better understood, the same consists in the combination, arrangement, and construction of parts hereinafter described, pointed out in the appended claims and illustrated in the accompanying "drawings, it being understood that many changes may be made in the size and proportion pf the several parts and details of construction within the see of the -apmay at, rate.

pended claims without departing from the spirit or sacrificing'any of the advantages of Two of the many possible embodiments of the invention are illustrated in the accompanying drawings, in which I Figural is a plan view of an'intake-manifold constructed in accordance with the present invention; Fig. 2 is a section taken en line 2 -2 of Fig. 1; Fig. 3 is a section taken on 'line' of Fig. 2; Fig. 4 is a sec-.

tionjtaken on line 44 of Fig. 1,.pn a larger scale; Fig. '5 is a section taken on line 5-5 of Fig. Lon-a larger scale; Fig. 6 is a sec-' ition taken on line 6-' 8 of Fig. 1, on a larger scale; Fig. 7 is a section taken on line 77 of Fig.1, on a larger scale; Fig. 8 is a section similar to the one shown in Fig. 4 of a modifiedmanifold; Fig. '9 is a section taken nun-line 9+9 of Fig. 8; and Fig. 1'0 a section taken on line 10'10 of Fig; 8. I

ltteflerri-ngnow first to Figs. 1 to 7, inclustantial distance abovethe top of these/sing 11, for a purpose hereinafter to be described;

Near each end cf-the casing there is a rranged in'thesame a chamber 18, the outlets 19 of which communicate with the fuel inlet- :openings of the cylinders of the engine.

ll'he chamber 13 with the chambers 18 through a plurality of pipes 20, arranged on each'side of the chamber 13'in'pairs ,as clearly appears from Fig. b of the drawings, eachset of tubes being disposed above another, so that their inlets are arran d in a plurality of parallel planes. The c embers also communicate through a pair of pipes 21, which are located immediately above the bottom 22 of the casing 11, and lead as close as possible to the outlets 19.

Within the chamber '13 is slidably arranged a piston valve 23, the stem 24 of which extends through the head 25 of the said chamber, and is screw-threaded, as shown at 26. With these threads mesh those .of a nut 27 that abuts normally against the outer face of the head 25. A weight 28, or .its equivalent in the form of a spring, is

associated with the piston valve 23, and has a tendency to hold the said piston valve in its lowermost position, in which the outlet of the carbureter communicates through the pipes 21 with the chambers 18, and thus with the fuel inlet-openings ofthe engine cylin ders. The nut 27 serves to adjust the lowermost position of the piston valve 23.

.The chambers 13 and 18 do not communicate with the interior of the casing 11. This casing communicates through a pipe 29 with the exhaust passage of the engine, the exhaust gases being led away from the casing through'a pipe 30. The casing envelops or jackets the three chambers and also the pipes therein. The exhaust gases are caused to move in a circuitous path. around the cham-- 1 bers and the pipes by casting the chambers 18 integral with .the rearwall 31 of the casing and placing the chamber 13 in contact with the front cover 12 of the said casin For these reasons the exhaust gases, entering through the pipe 29, move in the direction of the arrows shown in Fig. 3 of the drawings, that -is to say they around the right hand side. chamber 18 and between the spaces between the pipes con-.

necting the said chamber with the chamber 13, thence around the last-named chamber andbe'tween the ipes connectin the chamstantially to the effective area of the carbuher 13 with the eft hand side 0 amber 18, and around the last-named chamber to the pipe 30. In this manner obviously,-the combustible mixture traveling through the intake-manifold is pre-heated, for the wellknown purpose.

- The operation of this device is as follows:-

When the engine is at standstill or moves at a' slow speed with no load or practically no load, the piston valve in the chamber 13 occupies its lowermost position (Fig. 4),

the weight 28, or its equivalent, being sufficient to. overcomethe suction effect of the pistons on the upper face of the said valve.

The combustible mixture is thus drawn into the cylinders through the pipes 21, the other pipes being. closed by the piston valve. The cross-section of a pipe 21 corresponds subreter. outlet when throttled for idling. Obviously, thus thecombustible mixture has nochance to condense in the said ipes, as

its velocity, through the passage om the mOVB equal to the effective cross-section of the,

carbureter outlet, meaning by efiective cross-section the cross-section uncovered by the throttle. When the engine is being slowed down, obviously the reverse conditions will prevail, that is to say the suction above the valve will decrease, causing the same to descend and to successively and gradually close the pipes 20. From the foregomg it appears that the active cross-section of the intake manifold is.- automatically varied in proportion to the speed of the engine and the effective area of the carbureter outlet, whereby the combustible mixture" flows through the said manifold at a constant or nearly constant speed, irrespective of the speed of the engine.

The salient feature of this invention lies in the provision of a group of pipes of rela tively small area, the aggregate areas of the pipes constituting the group being suflicient to supply the en e with the required volume'of ,combustibl emixture to run it at its maximum efliciency, provision being made for cutting off certain pipes as the demand for fuel decreases, this cutting off of these pipes effecting a decrease of the area of the manifold, so that the speed of combustible mixture is constant or substantially constant as it travels through the same.

tion are, besides the one mentioned, manifold, the principal ones being the ease with which the engine may be started when cold,

and the extreme flexibility.

.A modification of the invention is illus- The advantages of eliminating conderisa- .trated in Figs. 8 'to 10, inclusive, differing from the one above described in that, in-

stead of the chambers 18, there are formed in proximity to the outlets 19 chambers 33, which do not extend, as the chambers 18, throughout the height of the casing 11, but are disposed substantially above the said casing. The pipes 20 and 21 lead in this case from the chamber 13 to the bottoms 34 of the chambers 33, their outlets being thus located as near as possible to the intakeopenings of the cylinders of the engine. Instead of a weight, a spring 35 is made use of in this device, as an alternative.

The operation of this device is in all respects the same as of that above described, the only difference being that the combustible mixture has less chance to condense, for the reason that the'outlets of the pipes in the manifold terminate in close proximity to the engine cylinders.

It is obvious that, while herein the invention has been described in connection with the intake-manifold of an internal combustion engine, the same may be applied generally to vary the cross-section of conduits throughout their lengths, irrespective of the nature of the fluid flowing therethrough. Attention is called to the fact'that, in such cases, the cross-section may be either varied by manually operated means, or automatically by the difference of pressure at the.

endsof the conduit.

What I claim is 1 1. An intake-manifold for internal combustion engines, comprising a casing having a fuel inlet and fuel outlets, a chamber extending throughout the height of said casing communicating with each of .said fuel outlets, a plurality of conduits extending from said inlet chamber to each of said outlet chambers,*and a weighted valve within said inlet chamber tending to close said conday of November,

ing a fuel inlet and fuel outlets, a chamber extending throughout the height of said casing communicating with each of said fuel outlets, a plurality of conduits extending from said inlet chamber to each of said outlet chambers, a weighted valve within said inlet chamber tending to close said conduits but actuated under suction above the same and pressure below the same, thereby automatically opening and closing said conduits progressively and in succession in proportion to the speed of the engine, both the suction and pressure being induced by the operation of the engine, and means for adjusting the lowermost, position of said valve.

Signed at New York, in the. county of New York, and State of New York, this 14th I E. KE.

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