US1364543A - Internal-combustion engine - Google Patents

Description

R. CALOW INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 21,1918,

Patented Jan. 4, 1921.

2 SHEETS-SHEET 1.

//v VE/VTOR 2761x5672 @QZQW R. CALOW.

INTERNAL COMBUSTION ENGINE.

AP CATION FILED JUNE 2|, I918- Patented Jan. 4, 1921.

2 SHEETSSHEET 2.

' l/VI/E/VTOR ,Zfezzen 02/7020'" UNITED STATES REUBEN cA ow, or cnrcneo, mums.

rN'rnn nn-coivrnusrroN ENGINE.

Specification of Letters latent.

Application filed June 21, 1918. seri iNo. 241,159.

To all whom it may concern:

Be it known that I, REUBEN CALOW, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

The present invention relates generally tov internal combustion engines, and more particularly to a novel arrangement and construction of certain conduits, and parts associated therewith,'which operate in conjunction withheated portions of the engine to supply to the explosive mixture a desired quantity of heated air.

Among the objects of this invention are certain improvements in the construction of internal combustion engines by which economy is obtained in the consumption of fuel; by which greater engine efiiciency is attained without an increase in fuel consumption; and by which the temperature of certain parts adjacent to other heated parts is kept within desired limits.

My invention aims additionally to accomplish the above ends by means which are inexpensive, unitary in construction, and

hence easily attached, and certain in operation as well. Other objects will also hereinafter appear from a detailed description of the invention as contained in the accompanying specification and claims, and as exhibited in the accompanying drawings representing tw wherein I I Figure 1 is a side elevation of an internal combustion engine showing in longitudinal section a singlemanifold containing intake and exhaust passages, with which the improvements of this invention are combined;

Fig. 2 is a transverse section taken on line 22 of Fig. 1;

Fig. 3 is a detail in section of a valve ar ranged either for automatic or'manual control for regulating the amount of heated air supplied to the intake passageof the manifold 4 is a side elevation of an internal combustion engine equipped with manifold of modified construction;

Fig. 5 is a transverse section taken on line embodiments thereof, 7

Patented Jan. 4., 1921.

The device to be herein: described is I shown 1n connection witha-. multi-cylinder internal combustion engine designed for an tomobile use, and designated generally by the numeral 5.: Upon the side of the engine is a combination intake and exhaust mani' fold 6, formed of a singlecasting and arranged for connection with the engine parts,

This manifold is of in-the usualmanner. novel construction, its 1 various passages being so disposed, as to present an efiicient tively, forming gas tight connections with suitable intake ports provided in the engine. designed'for' use with a four cylinder engine having distributing passages leading from each intake port to the explosion chambers of two cylinders, so that the mani- 70f anyapproved type coni In the form shown, the manifold is fold requires but two delivery ports 12 and 13. for distributing the mixture to all four cylinders. Such details of construction,

however, are relatively unimportant to this invention, as obviously the number and disposition of theoutlet ports'formed in the manifold will be" governed, to a considerable extent at least, by the design of the engine with which it is to be used. I These inletiports to the engine are in prac tice generally alined with other exhaust ports, one for eachcylinder, through which i the spent gases find egress, and to connect with suchpoints of outlet the present mani-' fold also provided with ports marked 14, each of which communicates with a main exhaust passage 15 to which a pipe 16 is connected' to lead away the spent gases to any convenient point of exit. The exhaust passage 15 is preferably located above, and the mixture distributing passages 12 and 13 be;

low, the line of ports entering the engine cylinders, but itis my purpose to so separate these passages that'the heat within the one will not undesirably affect the temperature of'the other. Accordingly,,as will be obiIlg with' inlet and exhaust ports in the enserved inFigQI, between each of the open- 'ings 12. 13, and 14 in the manifold connect- I gine, there is provided an intervening space 17, which receives at all times the cooling effect of the outside air, and serves, besides,-'as an opening through which a bolt 18, or other attaching medium, connect with the engine to secure the manifold in place. It will be noted, therefore, that while the present construction is extremely compact, it provides, nevertheless, for a substantial separation between the intake and exhaust passages of the manifold, such thatany eXtended interchange of heat units is rendered difficult. i

In addition to the features of novelty already described, there is yet another improvement incorporated therewith, which makes for the efiiciency of the present manifold. This consists of a tube or pipe 19 posi tioned within the exhaust passage 15 and arranged for the conduction of air to the main inlet passage 9 of the manifold. As appears from Figs. 1 and 2, this pipe has its inlet end 20 projected through the closed end of the exhaust passage of the manifold, is extended therewithin for practically the length of-the manifold, is then bent upon itself as at 21, and at about midway of the length of the manifold, as at 22, takes a turn of ninety degrees or th'ereabout to pass through the walls which'lform the proximate air space 17, so as to enterfthe main inlet passage of the manifold. The delivery end 23 of the pipe 19 terminates in the passage 9 preferably slightly below the point where the mixture commences to travel into the distributing passages 10 and 11, and is so arranged as to deliver the air into the passage 9 in a direction which is counter. to the flow of the combustible gases passing therethrough .to the engine cylinders. The action resultingfrom a delivery of air in this manner into the main passage 9 is such as to cause a more thorough andmore effective diffusion and commingling of the air with the explosive miXture,a very desirable end in internal combustion engines.

The amount of air passing through the pipe'lS), as well as its temperature at the point of delivery, may be controlled to a considerable extent by providing. a suitable throttle device at its inlet end 20. Such a device, designated generally as 24, is shown in Fig.1,the details of a preferred construc- .tion being illustrated in Fig. 3.- I regard it as desirable that this throttle device should be designed either for automatic or manuallycontrolled operation, or both, and with this end in view the construction now to be described possesses special advantages. Re-

bushing 27, whose upper end is shaped to provide a valve seat for a ball 28. The

valve casing. The parts thus described operate whenever suction forces are present to lift the ball and thereby take in air through the pipe 19. The upper end of the casing 25 is provided witha manually controlled valve which is, of course, closed when the ball valve is in operation.

within an appropriate seat in the casing, and provided with an opening 33 adapted to open up a passage for air to enter through This second valve consists of a plug 32 rotatably arranged,

the upper end 34 of the casing and thence pass through the outlet passage 31 into the pipe '19. The plug 32 may be equipped with an operating arm or lever 35 arranged for connection with a control rod (not shown) leading from any convenient point of operation. If the throttle device is to be operatedentirely manually, then a cap 36 should be. secured to the bushing 27,. as shown in Fig. 3, to close the lower inlet, but its use may be dispensed with when it is desired to have apart automatic and a part manual control.

Now by referring to Figs. 4, 5, and 6, a modified structure of manifold will be seen.

As this in most respects is similar to the one already described, I shall explain its construction only briefly.

The walls of the manifold of Figs. 4, 5, and 6 are formed to provide a main intake passage 40 connecting with two distributing passages 41 and 42, which terminate in out-- lets 43 and 44 respectively, adapted to communicate with intake ports formed in the engine. In line with such ports are other ports in the engine, through which the exhaust gases travel to pass through inlets 45 communicaing with the main exhaust passage 46 of the manifold, through which they are conducted and led away by means of a suitable eduction pipe 47. As in the case of have arranged means for the conduction of air somewhat different from the pipe 1910f Fig.1. This means consists of a box or chamber preferably cast integral with the manifold andformed to provide a main assage 49 extendingsubstantially the length of the manifold, and then reversed upon itself for about half the length of the manifold to provide a section 50, which then turns toward the main intake passage 40 with which 130 it communicates as at 51. The disposition already described in connection with Figs. 1, 2, and 3, it is thought that further explanation is unnecessary.

Throughout this specification I have exj spect vely with said passages, and said walls plained the principal pointsof advantage arising from (1) the use of a combined intake and exhaust manifold constructed in accordancewith this invention; (2) the use of an air conduction passage within the manifold having the major portion of its length exposed to the heat of the spentgases and its outlet end terminating within the main inlet passage adjacent to the distributing passages; and (8) the use of a suitable sage, a s a v s The combination with an internal comthrottle device, preferably arranged either for automatic or positive control, or both,

by which the supply of heated air delivered into the inlet passage maybe regulated; so that any further elaboration is not deemed necessary. Of course, these several features are capable of modification without departing essentially from the spirit of my invention, and in so far as any such modification may incorporate or make use of the novel and improved means defined in the appended claims, I desire that they shall be included Within the scope of this patent.

s I claim: s

' 1. The combination with an internal combustion engine having inlet and outlet ports therein, of a combination intake and exhaust manifold whose walls are formed to provide a main inlet passage adaptedto receive the explosive mixture, a plurality of distributing passages communicating therewith and having openings communicating with the inlet ports of the engine, and an exhaust passage having openings communicating with the outlet ports of the engine, the several openings in the manifold being in substanwitness tial alinement and the exhaustzpass'age being x I I "located to one side, and the distributlng paS sagesto the other'side, of the line of openings, the Walls of the manifold being formed to provide also spaces opentothe outside air located between 'the wallsforming the exhaust and distributing passages whereby said passages are separatedat intervals, substantially as described. s a

2.In combination, a combined manifold 9 adaptedto be applied to an internal como bustion engine having walls formed to pro vide inlet and exhaust passages and Y inlets and exhaust openings communicating rebeing likewise formed to provide spaces open to the exterior between the exhaust and I inlet passages, the several openingsin the, vmanlfold beingin substantial alinement, and

an air conduit extending circuitously with a air space between the exhaust and intake passages and openinginto the intake pasbustion engine having inlet and outlet ports therein, ofa combinationintake' and exhaust manifoldwho'se walls are formed to provide a main inlet passageadapted to receive the explosive'mlxture, a plurality of distributing passages communicating therewith and having openings communicating withthe inlet ports of the engine, an exhaust passage having openings communicatingwith the outlet ports of the engine,itheseveralopen; ings in themanifold being insubstantial alinement, the walls of themanifold'being vformed to provide also spaces open ,to'the a 1 outside air which separate the walls of the exhaust and distributing passages, and an b ion pipe arranged within the 1 manifold extending through the exhaust passage and directly into the inlet passa e and terminating in the inlet passage, su stantially as described.

"REUBEN oALow.

EPHRAIM BANNINGQ] I

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