US1342159A

US1342159A - Intake-manifold

Info

Publication number: US1342159A
Application number: US260285A
Authority: US
Inventors: Donald K Champaign
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-10-30
Filing date: 1918-10-30
Publication date: 1920-06-01
Anticipated expiration: 1937-06-01

Description

D. K. CHAMPAIGN.

INTAKE MANIFOLD. APPLICATION HLED' OCT. 30. 1918.

1,342, 15.9. v Patent-ed Juno 1, 19m 7 k 5 T T T T a T T? TV Hg! RPM, RPM,

5 m Wm C] t r0144 @134 I lntakei\lanifolds, ofwhich vide arren sra'rs DONALD K. CHAMPAIGN, OF ITHACA, NEW YORK.

INTAKE-MANIFOLD;

Specification of Letters Patent.

Application filed October so, 1918. Serial No. 260,285.

To all whom it may concern:

Be it known that I, DONALD K. CHAM- rnmx, a citizen of the United States, residing at Ithaca, Tompkins county, and State of New York, have invented and discovered certain new and useful Improvements in the following is a specification.

My said invention relates to a multi-passage inlet manifold for internal combustion engines and consists in the combinations and arrangements of elements hereinafter described and particularly set forth in the accompanying claims.

The invention has for its purpose to proa manifold having separate passagea portion of the fuel charge ways whereby the exhaust gases from the is heated by engine.

The theory advanced as the basis of this invention is that it is advantageous to heat the mixture from the carburetor before allowing it to enter the cylinders of motor cars when starting the motor or in very cold weather, also with a small passage in the manifold the velocity of the gas is high enough to give good operation at low speeds and that at high speeds the cross-section of the manifold is enlarged to a sufficient size so that there will not be a choking effect with the drop in volumetric efficiency accompanying any choking of the inlet passage. wherein like reference characters indicate corresponding parts.

Figure 1 is an elevation showing the application of the manifold to a multi-cylin der engine.

Fig. 2, a transverse sectional view thereof taken on the line 2-2.

Fig. 3, a horizontal sectional view taken on the line 3--3 of Fig. 1, and

Figs. 4: and 5 are diagrammaticillustrations showing the relative efiiciencies of the present system I now propose.

In said drawings the portions marked 6 represent an ordinary multi-cylinder internal combustion engine equipped with the usual intake and exhaust valves, 7 and 8 respectively, and having any suitable form of carburetor 9 as shown.

The multi-passage intake manifold consists of a suitable hollow metal structure forming a central part 10 that has com- Referring to the accompanying drawings.

municating connection with the carbureter 9, and branches l1 communicating with the respective intakes of the engine cylinders. A partltloning wall. 12 divides the intake manifold into chambers or passage-

ways

13 and 14 having relatively different volumetric capacities, and the former is normally relied upon for transferring .the fuel from the carbureter to the engine for all speeds up to approximately fifteen miles per hour. To this end the smaller fuel Patented June 1; 1920.

passage-way 13 is partially surrounded by the casing or wall 15 forming the chamber 16 that receives the exhaust gases from the engine cylinders, and a discharge pipe 17 leads to a muffler or the atmosphere direct.

A valve 20 having operating means 21 connected thereto is interposed in the pipe lcadlng from the exhaust manifold of the engine to the casing 15 for thepurpose of Zshutting off-the exhaust gases when the engine has. properly warmed up.

It has been found to be true with the present day motor cars that the volumetric efficiency of the motor falls off when the speed of travel goes beyond approximately fifteen miles per hour as indicated bv the curve in Fig. 4 and this falling off is due to the fact that a manifold that has a sufficient ,volumetric capacity at low speed is insufficient'for high speed, thereby causing an incomplete charge at high speed. It has also been found true that an engine running at slow speed and using a cold charge has not the efficiency of one in which a hot charge is admitted whereas the engine in almost any motor car when traveling at more than fifteen miles per hour has sufficient suction to successfully use a cold charge.

By this invention T obviate this defect by providing the additional fuel passage-way. 14 constructed as an integral part'of the used manifold to come into nse when such bureter and without subjecting the same to en heat h'j i'th'e exhaust gases inasmuch 'as 1 it asbeenascertained that by this method thefvolumetric efiiciency does notdepreciate With the ,increasedrate of traveL' secure by Letters Patent, is:

' Having thus fully described my said in- Vention,"what I clann as new and desire to 1'. An intake manifold embed ing a hot (idn'duit'jendj a cold conduit an imeans"to open cor11munioption first through the hot conduitg end prdgressively through the cold,

."condmt; v,

, 2. A n h tdJke mhnifoId embodying a hot Iargerc'old conduit and means -15 to npelreommunicetionfirst through the hot conduit and progressively through the cold conduit.

3. An intake manifold embodying 51 hot condflitlfand a cold conduit differing in carrying capacity and means to open communication first through the hot conduit and -progressively'through the cold conduit.