US1545382A - Intake manifold - Google Patents

Description

i ateute d duly 7, i925.

* lE ST FRED E.

ASELTINE, F DAYTON. OHIO, ASSIGNOB, T0 GENERAL RIQTOW R'EH'EKRGH CORPORATION, OF DAYTON. OHIO, A. COREORATIOR' 0F DELAWAEE.

INTAKE MANEFOLD.

Application filed May 26, 1923. Serial E0. 641,823.

To all whom it may concern Be it known that I, Faun E. Aspurmn, a citizen of the United States of America, residing at Dayton county of Montgomery, and State of Ohio, have invented certain new and useful Improvements in Intake Manifolds, of which the following is a lull, clear, and exact description.

This invention relates to improvements in fuel mixture supply for internal combustion engines and particularly to intake manifolds.

it is among the objects of the present invention to obtain maximum fuel economy at part engine load and to obtain maximum power at full load. y

The present invention provides apparatus for supplying heat to the fuel mixture flowing into the engine for facilitating the vaporization of the liquid fuel, and for controlling this heat supply in such a manner that the mixture is heated until it is desirable to obtain a maximum volumetric efficiency. I

Further objects and advantages of the present invention will be apparent from the following description. reference being had to the accompanying drawing wherein a preferred embodiment of the present invention is clearly shown.

In the drawings:

Fig. and exhaust manifold including a carburetor.

2 is a sectional View taken along the line 2-2 of Fig. 1.

Fig. 3 is a sectional view taken along the line 33 of Fig. 1.

Referring: to the drawings the numeral designates the exhaust manifold of the "engine which comprises a plurality of branch conduits 21 in communication with the main conduit 22, the latter being in communication with the exhaust pipe 23 which leads to atmosphere or a muilier not shown on the drawings. The main exhaust conduit 22 is provided with a Hat surface. 24 in which is formed an elongated continuous channel 25.-

The intake manifold 26 comprises a main fuel mixture conduit 27 and a plurality of branch conduits 28 and 29 communicating with the main fuel mixture emiduit 27. The outer ends of these branch conduits 28 and 29 communicate with eng ne intake ports 1 is a trout elevation of an intake represented by the dotted circles 30 and 31 I respectively. A plate 32 conforming in size and shape to the size and shape of the flat surface of the exhaust manifold 22 is formed integral with the intake conduit 27, said plate 32 also being provided with an elongated continuous channel which, when the exhaust and intake manifolds are in position on the engine will align with the channel 25 formed in the exhaust conduit 22 to provide the channel 34 termed the bypass hereinafter. lhe plate 32 is provided with a plurality of lugs 35 having holes adapted to receive bolts 36 which screw into the exhaust conduit 22, thus holding the plate 32 in engagement with the exhaustconduit The entire exhaust and intake manifold assembly is held on the engine by means of straps 38 and bolts 39, the latter screwing into the engine block not shown on the drawings.

The main fuel mixture conduit 27 is provided with-a flange 40 to which a similar flange 41 formed on the carburetor 422 is ,adapted to be secured for supporting said carburetor in position on the intake mani, fold. The means for controlling the engine operation comprises a throttle valve 43 mounted on a rod 44 which projects through the carburetor passage to the'outside thereof. one end of said rod having a lever 45 secured thereto by means of which the throttle 43 may be manually adjusted. The opposite on of the rod 44 carries an operating arm 46 whose function will be described hereinafter.

The conduit 27 is in communication with the icy-pass 34: by means of the passage way 47 which may be termed the entrance passage. The branch conduits 28 and 29 of the intake manifold are in communication with the by-pass 34 by means of the pipe connections or exit passages 48 and 49 respectively.

As may be seen on the drawings, the pipe 48 connects with the branch manifold conduit' near its engine intake port 30, while the opposite end of the pipe 48 connects with the upper portion of the by-pass 3 substantially midway between the outer end thereof and the main intake conduit '27. This is also truein regard to the pipe 45? and its branch conduit 29.

The means for shunting the fuel mixture through the heated conduit or by-pass 34 comprises a control valve 50 carried by the rod 51 which is journalled in the sides of the conduit 27, one end of said rod projecting on the outside of said conduit'a'nd supporting the operating element 52 which comprises a hub portion 53 having a. projection54 formed thereon which carries the weight block 55. A downwardl projecting shifterfork is provided on the liu 53, said fork comprising a left prong 56 and a right engage [2'6 position where the control valve 50 prong 57. The control valve 50 is positioned'in the conduit 27 abovethe entrance passage 47. A stop 58 is formed on the outside of the conduit 27 which is adapted to either the left prong 56 or the right prong 57 to hold the control valve either in Upon operation of the lever 45, by the operator, to open the throttle valve 43, the arm 46 will be moved in a counterclockwise direction, said arm after having been operated through a predetermined portion of its range will engage with the prong 56 and upon continued operation or opening of the throttle 43, the arm 46 will move the prong 56 to the left rotating the hub 53 in a clockwise' direction and when the weight block 55 40 the stop 58.

valve will be in the conduit opening has passed the vertical line through the -axis of the hub, said weight block will quickly move the operating element 52 to the position Where the prong 57 will engage with In this position the control position.

'lVhen the engine is idling, that is, when. the throttle valve 43- is in a position to very 5 nearly shut oil the passage Way inthecarpipe buretor, the arm 46 will, as has been mentioned heretofore, hold the operating element 52 in a position when its associated control-valve 50 is in closed position. This will cause the'fuelmixture flowing from the carburetor to pass through the entrance passage 47 and enter the by-pass 34 which, afterthe engine has been operated for a short time, will become hcatcd, due to the fact that this by-pass llcs adjacent the niain'exhaust conduit 22. After having passed through the lay-pass 34, the heated gas or fuel will flow through either of the connections 48 and 49. into the branch conduits 28 or 29 respectively depending uponthe operation of the engine. in order to obtain maximum fuel economy at part engnie Loads. or while the throltlc is in such a position that the passagc in which said throttle is positioned, is partially closed,

the fuel mixture is directed through the heated by-pass during a certain portion of the range of engine operation.

Referring to Fig. 1, it may be seen that the control valve 50 will remain in the cond'uit closing position as is shown in dotted lines until the throttle 43 has been moved to cause the arm 46 to engage with the left prong 56 of the operating member 52, cansmg said operating member to be rotated in a clockwise direction until the Wei ht block 55 has passed through the centr vertical axis of the hub. at which time said wei ht block will operate the valve 50 veryquic y to open the passage way through'tlus conduitl This-will continue the flow of fuel mixture through the passage way 47 into i the heater by pass 34, the fuel mixture then beingsdirectly' carried through the conduit 27 to -the various branch conduits 28 and 29 and thence to the combustion chambers of the engine, In this position, the maximum volumetric efliciency of the engine is obtainable and the throttle has still a certain range of operation to entirely open the passage of the carburetor in which it is positioned.

From the foregoing it may be. seen that fuel, mixture flowing through the conduit 27 will be shunted through the by-pass 34 to the, branch conduit 28 and 29 during a certain portion of the range of throttle o ration or until the element 52 has been shi to open the control valve 50 when the fuel will flow directly through the conduit 27 to the branch conduits 28 and 29. lhe former range, or morespeci'fically the range of throttle operation fromthe substantially closed position to the position where the control valve 50 is opened, is greater than the remaining portion of the range, that is to such a position where the throttle is ,en-

,tirely open and rcversely the range of of throttle operation from the full open position to the position where the control valve 50 is operated to close the conduit 27, is greater than the remaining throttle range from tlw latter point to where said throttle is again substantially closed. It will be seen that after the use of the heater by-pass has been discontinued the range of throttle operation to obtain maximum power at substantially full load is substantially increased.

During the initial operation, and particularly before the exhaust manifold has heated up the by-pass 34 to such a degree where vaporization willbe facilitated, the liquid or moist particles of the fuel mixture passing through the conduit 27 into the entrance passage 47 and thence into the by-pass'34, will tend to gather in the bottom of the upper portion of the by-pass. As the bypass becomes heated from continued engine operation, these moist particles of-fuel will tend to evaporate within the space of said bypass 34, between the points where the ill manifold comprising, in

noeueee pipes 48 and 49 communieeha therevritmthe vapor then being drown into either one of the said pipes d8 or 49 depending upon the operation of the engine.

it will of course be understood thet fuel mixture passing to the left throu h the bypess 34 will primarily pass lllliLQ the pipe iii and thence into the conduit brunch 28. However, fuel mixture reineinine; .iuthe upfier portion of this left heed. eide oi the oppose may be drawn through the pipe i into the brunch conduit 2% when its esseciute pistons are on the suction stroke.

While the form of embodiment of the in veniton as herein shown end deoerihed constitutes a preferred form, it is to he under-- stood that other forms might be adopted, all coming Within the scope of the claims which follow. v i

What I claim is as follows:

1. In on internulcoinbustiou engine a fuel supply device, including an intake manifold having 21 main fuel supply passage, and u shunt passage; a heating menus for heating the shunt passage; on engine throttle; and a device controlled by the throttle for in stuntly, fully closing the main passage at a predetermined point in. the closing movement of the throttle end for instantly, f uliy opening the main pz ssege lit at corresponding point in the opening movement of the throttle;

2. A fuel supplyv device for uninterneh combustion engine including an exhaust cr'imhineiion, en. in-- telre manifold including u inuin fuel mixture passage and e by-pass adopted to be heated by the exhaust inoiniold; u communicating channel leading from the main conduit to theby-puss; a' carburetor connected to the intake manifold; upuir of normally closed valves in the main fuel passage having the communicating channel interposed therebetween; means for operating one of the valves tl'irough its range of travel; means for holding the other valve immovehle for e predetermined portion of the trevel of the first velve, to control the flow of mixture through one passage, and for causing the quick shifting pf the second valve through its entire range of operation when the first valve starts on its remaining range of travel, to direct the course of the fuel mixture iiow through another passage.

3. In a fuel supply device, the combination With on iiKernel-combustion engine and means for controlling engine operation; of an intake manifold including e conduit adopted to be heated by the engine and including a comparatively cooler conduit; means controlled by the engine controlling moons for shunting all the i'uel mixture rough the heated conduit While the enion controll' means is lacing v c its range 0" position to cause all "ing portion of ihe range of traveland for directing oil the fuel mixture through the cooler conduit whiie said onine controlling means is being operated throughite remaining range of travel.

4. A fuel supply device for an internalcombuetion engine comprising, in combination, an intake manifold includingan engins heeled conduit and e comparatively cooler conduit; a carburetor connected to the manifold; u throttle valve therefor; and means connected with the throttle valve for shunting all the fuel mixture through the heated conduit while the throttle valve is being; operated through the portion of its range of travel; and for directing all the fuel mixture through the cooler conduit while seid throttle is being operated through the remaining portion of HS range of trevel.

5. A fuel supply device for on internalcombustion engine comprising,- in combination, en exhaust manifold; an intake mar fold including o comparatively cool, main conduit and a bypass heated by the exhaust manifold; a 'carburetor connected to the manifold; e throttle valve in said carbure- (or; a control valve in the main conduit oi the manifold, normally in conduit closing the fuel mixture to pass through the heated hy-poss; means for opereting the'throttle, including means to 0 eretc the control valve out of normal to 1111- open position eliter the throttle has been opcruied through a portion of its -rouge of travel whereby to cause all the fuel mixture to flow through the main conduit to the engine, for the rein-dining portion of the range of throttle travel. i

ii. A fuel supply device for on internaloperate automatically the control valve out.

of normal to full-open position after the throttle has been operated through a portion of its range of travel, whereby to cause all the fuel mixture lo flow through the main conduit to the engine, for the remainthrottle travel.

7. A. fuel supply device for an internalcoinbustion engine comprising, in combination, an exhaust manifold; an intake manifold including a comparativey cool, main conduit and e'by-pass heated by the exhaust manifold; a. carburetor connected to the manifold; a throttle valve in said carburetor; e control valve in. the main conduit of the manifold, normally in conduit closing ill . position to cause all the fuel mixture to pass.

through the heated by-pass; means normally adapted to hold the control valve in normal conduit closing position; and means for operating the throttle including means to move the control valve holding means out /of normal position, which means will automatieally move the control valve to conduit other of: its

initting all the fuel mixture to' through the main conduit to the engine; weighted means normally adapted to hold the control valve in either one of its positions but oper- 56 able by gravity to quickly move said valve from one position to the other; and means for operating the throttle including means adapted to engage with and move the Wei hted -means out of its normal valve hol ing position after the throttle has been operated through a portion of its range of travel whereby said weighted means will quickly move the valves from one to the ositions.

A fue supply device for an internalcombustion engine comprising, in combination, anexhaust manifold; an intake-manimanifold; a carburetor connected to the I means normally adapted to hold the control valve-in either one of its positions but capa ble of moving said valve; and means for operating the throttle, includingmeans adapted to move the control valve control ling means out of its normal valve holding position after the throttle has been operated through a portion of its range of travel fold including ,a comparatively cool, main conduit and a. byass heated by the exhaust manifold; :1 mt ureter connected to the manifold; a throttle valve in said carburetor; a control valve in the main conduit of the manif oldfand having a normal; conduit closing position for causing all of the fuel (5 mixture to flow through the heated by-pass, and. havin a conduit open position for permitting a1 thelfuel mixtureto flow' through the main conduit to the engine; weighted means normally adapted to hold the control 8 valve in either one of its positions but open able by gravity to quicklymove said valve from one for operating the throttle including an arm,

adapted to engage with the weighted means to hold it in its valve holding position While the throttle is bein moved throu h a whereby said controllin means will operate.

the valve from one to t e other of its positions to control the flow of fuel mixture.

9. A fuel supply'devioe foran internalcombustion engine comprising, in comb1na tion,-an exhaust manifold; an intake manifold including a comparatively cool, main ilffitaipen position for per land having a con ortion of its range o travel and a apted -to move the weighted means out of its normal valve holding position and cause said means to shift the valve position when the throttle has completed this portion of its range of travel, said arm holding the weighted means in this second valve holding position while the throttle isbeing operated through its remaining-portion of travel range. Intestimony whereof I hereto afilx my signature. 1 a

FRED E. ASELTINE. Witnesses:

GEO. E. Pasoo, WALTER W. Pnmnnosition to the other; and means e

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