US1513433A

US1513433A - Internal-combustion engine

Info

Publication number: US1513433A
Application number: US221213A
Authority: US
Inventors: Earl H Sherbondy
Original assignee: PEERLESS MOTOR CAR Co
Current assignee: PEERLESS MOTOR CAR Co
Priority date: 1918-03-08
Filing date: 1918-03-08
Publication date: 1924-10-28
Anticipated expiration: 1941-10-28

Description

Oct. 28 1 24. 1,513,433

l E. H. SHERBONDY INTERNAL COMBUSTION ENGINE Filed'March a, 1918' 2 Sheets-Sheet 1 E. H. SHERBONDY INTERNAL COMBUSTION'ENGINE Filed March 8, 1918 2 Sheets-Sheet 3 Patented Get. 28, 1924.

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air rr a EARL SHERBONDY, OF NEW YORK, N. Y., ASSIGNOR TO THE PEERLESS MOTOR CAR COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

INTERNAL-COMBUSTION ENGINE.

Application filed March 8, 1918. Serial No. 221,2 13.

To all whom it may concern.

Be it known that I, EARL H. SHERBONDY,

a citizen of the United States, residing at.

New York city, in the county of New York and State of New York, have invented a certain new and useful Improvement in Internal-Combustion Engines, of which the following is a full, clear, and exact description.

This invention relates to internal combusti-on engines, and has particular reference to a manifold fed from asingle carbureter or from a single inlet point, and supplying mixture to two blocks of cylinders such as in the V-type engine.

The main object is to provide high volumetric efiiciency by avoiding the formation of eddy currents in the manifold on the reversal of flow from one outlet to the other.

An additional object is to provide a'novel' arrangement of a heating chamber in a manifold constructed to attain the first named object.

The invention may be briefly summarized as consisting in certain novel details of construction and combinations and arrangements of parts which will be described in the specification and set forth in the appended claims.

In the accompanying sheet of drawings,

30 Fig. 1 is an end view of a V-type engineequipped with my invention, parts being shown in section and parts being shown more or less conventionally; Fig. 2 is a. top plan vieuuof a portion of the engine showing the 55 manifold, and Fig. 3 is a transverse sectional I View through the middle portion of the manifold.

Referring now to the drawings, 101O represent the two blocks of cylinders ar- 40 ranged in V-formation, or in the usual manner in what is known as an engine of the V- type, which has its cylinders arranged in two blocks or sections inclined with respect to each other, and with its pistons connected to a common crank shaft. The engine has an intake manifold which is designated as a whole by the reference character 11, the manifold supplying the mixture to both blocks of cylinders. Additionally the engine has two exhaust manifolds 1212 one for each block or section of cylinders.

The intake manifold 11 in which my invention resides particularly, has a single inlet 11 fed by a carbureter 12 which may be of any suitable construction, having one or any number of jet tubes. Additionally the manifold has two outlets 11 one for each block or section of cylinders, these outlets being at the ends of the two curved arms 11" leading from the middle of the manifold.

At or about the center of the manifold directly above the inlet end 11. there is a cored out portion 11 which preferably is utilized as a heating chamber as will be subsequently described, this chamber in cross-section being substantially triangular in shape and having walls curved in conformity with the adjacent upper and lower curved walls of the manifold.

It will be observed that this manifold, which in a measure is T-shaped, has no abruptly changing lines. The middle arm, to the end of which the carbureter is connected, extends upwardly from the carbureter and diverges laterally in both directions and gradually merges into the two curved arms 11 leading to the two blocks of cylinders. Likewise the upper part of the manifold extends in a continuous curve. from one outlet end to the other. This construction of the manifold with thecentral cored chamber 11, forms two continuously curving passageways from the inlet end of the manifold to both outlet ends for the passage of the mixture from the carburcter to the two blocks of cylinders, and it forms also a gently but continuous curving passageway from one arm 11 to the other. over the cored chamber 11, the construction being such that astream of gas passing in either direction from one curved arm 11" tothe other, will meet. and merge with the stream passing in the same direction from the carburetor.

As the inlet valves are opened and closed first on one side and then on the other. the mixture will pass alternately from the inlet end of the manifold first in one direction, or through one curved arm, and then inthe other direction, or through the other curved arm, but as an inlet valve on one side is closed and one on the other side opened, the mixture which was flowing through one curved arm immediately upon the closure of the inlet valve reverses its direction of flow and passes into the other curved arm, meeting or mingling with the gas flowing in the same direction from the carbureter in such a way as to produce a streamline eficct ant without producing eddy currents. In other words, as the inlet valves open alternately on opposite sides of the engine, the mixture or gas passes toward the open inlet valve in two streams, one fro-1n the carburetor, and the other from the opposite curved arm, and as the streams meet without eddying, maximum, or substantially maximum volumetric efficiency is obtained. Obviously this would not be the case if the two streams met say at right angles or nearly at right angles.

The cored out chamber-11 is utilized as a. heating chamber to heat the mixture, and this is accomplished in this case by connecting opposite ends of the chamber to the two exhaust manifolds 1212 by pipes 13 13, valves 13- 13 being provided in the pipes to control the volume of the exhaust gases passing through this chamber. When the engine is inv operation the exhaustgas passes through the heating chamber from one exhaust manifold to the other, first in one direction and then in the other. lllhis method or means for causing exhaust gases to pass through a manifold heating chamber is disclosed and more broadly claimed in my prior application, Serial No. filed August 24:, 1917.

While I have shown the preferred form of my invention, I do not desire to be confined to the exact details shown, but aim in my claims to cover all modifications which do not involve a departure from the spirit and scope of my invention in its broadest v aspects.

Having described my invention, what I claim is:

1. A manifold for an internal combustion engine having two sets of cylinders, said manifold having two opposite outlet arms and an intermediate inlet portion, the top wall of the manifold having a convex curvature from the end of one arm to the end of the other, and the bottom of the manifold having two concave curvatures extending from the inlet to the ends of the arms, and the body of the manifold above the inlet having a transverse member with two walls conforming to the concave curves of the bottom to form therewith a pair of diverging passageways each leading to one of the arms.

2. A manifold for an internal combustlOlI OI'IgIIIO having two sets of cylinders comprislng a body in the form of an E with three arms including two outer outlet arms and an intermediate inlet arm, the outer wall of the body having a convex curvature from the end of one outer arm to the end'of the other, and the body having two concave inner walls between the intermediate arm and the two outer arms, and there being a triangular shaped transverse member extending through the manifold between the inlet or intermediate arm and said convex wall.

3. A manifold for an internal combustion engine having two sets of cylinders, said manifold havin two opposite outlet arms and an interme iate inlet portion, the top wall of the manifold having a convex curvature from the end of one am to the end of the other, and the bottom of the manifold having two concave curvatures each extending rom the inlet to the end of one of the arms, and a triangular member extending across the interior of the manifold above the inlet, said member having two concave sides spaced from and conforming to the concave curves of the bottom to form therewith diverging passageways, each leading to one of the arms, and a convex side spaced from and conforming to the convex curvature of the top wall of the manifold.

4. An internal combustion engine having two sets of cylinders, an intake manifold having two opposite outlet arms and an intermediate inlet portion, the top wall of the manifold having a convex curvature from the end of one arm to the end of the other, and the bottom of the manifold having two concave curvatures extending from the inlet to the ends ofthe arms, and the body of the manifold above the inlet having a transverse heatingI chamber with two walls conforming to the concave curves of the bottom to form therewith a pair of diverging passageways each leading to one of the arms, and means for conducting exhaust gases to said chamber.

5. An internal combustion engine having two sets of-cylinders, an intake manifold having two opposite outlet arms and an intermediate inlet portion, the top wall of' the manifold having a convex curvature from the end of one arm to the end of the other, the bottom of the manifold having two concave curvatures extending from the inlet to the ends of the arms and the body of the manifold above the inlet having a transverse heating chamber extending therethrough, said chamber having two walls conforming to the concave curves of the bottom to form therewith a pair of diverging pasageways each leading to one of the arms, an exhaust manifold associated with each of the two sets of cylinders and conduits leading from said exhaust manifolds to the opposite ends of said heat in chamber.

in testimony whereof, I hereunto afix my signature.

EARL H. SHERBONDY.