US1807042A - Cooling intake for internal combustion engines - Google Patents

Description

May 26, 1931. F. s. LOCKHART 7,

COOLING INTAKE FOR INTERNAL COMBUSTION ENGINES Filed June 15, 1927 I5 Sheets-Sheet 1 v1 69 aTToRm-srs W% M W W May 26, 1931. s. LOCKHART 7,

- ERNAL COMBUSTION ENGINES 1927 3 Sheet-sShe et 2 QIIIMII'I i May 26, 1931. F. s. LOCKHART COOLING INTAKE FOR INTERNAL COMBUSTION 'ENG'INES Filed June 13, 1927 3 Sheets-Sheet 3 1! I! U H \NV ENTOR.

Fl 5. LQQKHQRT GTTORNELS Patented May 26, 1931 UNITED srATa-s PATENT or Pica FRANK S. LOCKHART, 0F CINCINNATI, OHIO; FREDERICK E. MOSKOVICS, ADMINIS- TRATOR 0F SAID FRANK S. LOCKHART, DECEASED, ASSIGNOR OF ONE-HALF TO 3. R.

BURGAMY, or CINCINNATI, OHIO COOLING INTAKE FOR INTERNAL COMBUSTION ENGINES Application filed June 13,

a common practice topreheat the gas in.the

.intake of an internal combustion engine, es-

pecially'when the gas is formedby so called carbureting of air with liquid. The main reason for this preheating is to properly gasify the volatile liquid from which the gas is derived. When supercharged engines are used, that is when the gas is compressed before .being drawn into the explosive chambers of the engine, the preheating has a disadvantage as it raises the temperature of the intake gas to too high a degree compared with the ultimate heating which may be developed in the engine.

As an internal-combustion engine is a heat engine and its efiiciency depends on the difference between the intake gas before its explosion and the temperatures which may be developed in the engine, and in practical operation as it is impossible to have the heat of the engine on the explosion and, there fore, the general heat at too'high a degree,

' the engine operates more efficiently when the intake, gas can be at a comparatively. low temperature. The superchargers which force the gas into the combustion chambers under pressure heat the gas due to the heat of compression, therefore, unless this heat of compression temperature can be reduced, the engine will operate at less than its maximum efliciency.

My invention, therefore, comprehends cooling the intake gas for engines, especially when such gas is fed to the engine under pressure by afsupercharger.

Another object of my invention isto introduce as much fuel per cubic measurement of gas as is possible and if the as is at a high temperature due to initial heating or the heat "of compression by a supercharger, it will be seen that the gas is necessarily expanded and the amount of actual fuel per unit of cubic measurement is less than if the. same fuel gas my cooling intake.

1927. Serial No. 198,678.

amount of actual fuel per unit volume which may be taken into the engine and thereby, increase the horsepower which may be developed from a specific size of engine operating at various speeds.

have, devised a cooling intake for internal combustion engines which cools the gas, preferably gas which has been developed from a carburetor, before it is drawninto the engine and where a. supercharger for forcing the gas in under pressure is used 1 cool the gas after it has been com ressed and thus reduce the temperature of the gas after it is forced into the combustion chambers.

In one form of my invention I utilize what may be considered as an elongated intake manifold which has a thin flat passage for gas, this manifold extending preferably the whole len h of a multiple engine. The gas after leaving the supercharger is forced into this manifold by the pressure developed in the supercharger and in this intakema-nifold.

is subjected to cooling influence, which may intake coupled with a supercharger, the

. supercharger receiving the gas from a carburetor.

Figure is a similarview showingv a hook: up in which the supercharger forces air under pressure to a carburetor and hence to Figure 3 is a side elevation, partly'broken With these and other objects in View I on is illustrated away, of my cooling intake, of an air cooled type, attached to the side of a multicylinder engine.

. Figure 4 is an end view taken in tion of the arrow 4 of Fig. 3.

Figure 5 is a central vertical transverse section on the line 5-5 of Fig. 3 in the direction of'the arrows. y

Figure 6 is a vertical transverse section on the line 6-6 of Fig. 3 in the direction'of the arrows. r

Figure .7 is a side elevation of an alter= the direcnative form of my invention using water cooling. Figure 8 is a vertical cross section on the line 8-8 of Fig. 7.

Reverting to the construction of Fig. 1, the automobile structure is designated generally by the numeral 11, having an engine 12 housed under the hood, and this engine carburetor 17, and from. thecar uretor the 'suction of the engine.

'air and gas are conveyed through an intake feed pipe 19 to the cooling intake." 4

The above constructions illustrate two suitable hook-ups but it is to be understood that any suitable connection may be utilized in which gas is forced under pressure to the cooling intake and also thatmy invention comprehends the use of such cooling intake without having a supercharger, in which case the gas isdrawn into the-engine by the It is to be understood that the intake feed pipes 14 and 19 are substantially equivalent but that in the illustration 0f.'F1g. 1 such intake may be longer than in the illustration of Fig. 2.

Reverting to the detail Figures 3 through 6, I illustrate the connection with the long type of intake feed pipe 14 which has a tubular section 20 of substantially constant diameter whi-"li" is ,swelled at the end 21, being materially enlarged and narrowed, this end being connected to acoupling 22.

The cooling intake, designated generally by' thenumeral 13, has anouter section 23 which has a cap 24. This section 23 preferably extends from one end of the engine to the other and the cap 24 is drawn inwardly at the center, having coupling lugs 25 at the top 3 to-be secured to the coupling 22 by bolts 26 or the like.

This cap has diverting vanes 27 to direct the flow of the gas towards the front and the rear'of the outer section 23. A

U shaped bottom section 28 is connected at.

the base of the outer section 23 by means of bolts29 or the like and is connected to a main inner-section 30, which is parallel to the outer section 23 and spaced-inwardly therefrom. Thissectionhas a longitudinal joint coupling'31 at the top, which is connected to the under face of a coupling 32 of the upper inner section '33, the connection being by bolts 34 or the like. This-upper innersectionhasa series of molded outlets 35, which are connected to the intake ports 36 of the engine, there being flanges 37 to allow bolting of this upper inner section on the engine I block. a;

It will be noted that the cap sectlon in a transverse direction, that is considered from the engine'to the outside, tapers downwardly from a wide upper part 38, Where it is connected to the couplings 25 and 22, to a comparatively narrow cross section 39. transverse section of the outer part 23 of the cooler-is substantially uniform, as indicated by the numeral 40. The internal passage 41 of the U shaped part 28 is also substantially uniform but may, if desired, be slightly in creased in width over that of the part to allow free flow of gas without retardin the flow. The internal passage 42 of the inner lower' section 30 is also practically uniform from bottom to top and extends from the front to the rear end of the en ine. The front section 23 and the rear sectlon 30 are also substantially parallel, being spaced a constant distance apart, as indicated by the numeral 43. The upper inner section 33 has less internal width at'the lower part 44 than at the upper part 45 adjacent the outlet parts 35 which connect onto the engine block, thus The taking care of the continued velocity of the gas in the reduced cooled sections 35.

In order to more adequately cool the various sections of my cooling intake, I utilize fins or flanges 46 on the cap part 24 and also another series of fins or flanges 47 on. the outer section 23'. Vertical flanges 48 are provided .on the U shaped section 28, these extending downwardly and upwardly. The

inner lower section 30 is also provided with fins 49 and the upper inner section 33 has fins The manner of operation and functioning pf my cooling intake" is substantially as folows:

In the installation indicated in Figs. 1 and 2,the'gas passing through the intake feed pipe 14 is under pressure due to the supercharger. This gas has an easy and free'flow through this pipe and when it enters the cap structure 24, part of the gas is deflected towards the front and part towards the rear by the vanes 27, some of the gas passing directly downwardly between said vanes and filling the central part of the cooler. The gas is thus spread in an even flow from, the front to the back of the outer cooling section 23, passes around the U shaped section 28, and flows upwardly through the lower inner section 30 and is conducted by the upper inner section 33 to the intake ports of the engine. When the automobile is traveling forwardly, there is a rush of air along the side ofthe engine, this air coming in direct contact with the walls of the cooling units and in addition extracting heat from the fins 0r flanges extending outwardly from such walls. This materially rewater jackets and the gas to enter the engine at a decidedly lower temperature than that at which it enters the cooler.

In Figs. 7 and 8 I show my invention adapted for Water cooling and in this case I preferably have a channel or U shaped coolin manifold with a water jacket 61 thereabouts. This channel or U shaped section has i a hollow cap structure 62 connected thereto, with a water jacket 63 surrounding same. This cap structure is connected to the intake pipe 14. At the inner side 64 of the U shaped manifold section there is an outlet end 65, which also has a water jacket 66. These sections are securedtogether by flanges 67 or the like having water tight gaskets and being bolted together in the ordinary manner. There are molded sections 68 securing directly over the intake ports of the engine.

The water circulation is provided by an intake pipe 69 at the bottom leading to 0ph pQsite ends 70 of thebase of the U shaped section 60 and there is preferably a drain cock 71 provided in this pipe. A pipe 7 2 .-is connected at opposite ends 73 of the cap structure and conducts-the hot water therefrom and there is also a pipe 74 connected to opposite ends 75 of the discharge water jacket section, also conducting the hot water from this section. In the operation of the water cooling the cold water enters the bottom of the U shaped branches of the U shaped section having its outlet through the pipes 72 and 74. As the water cooled structure is placed alongside of the engine, it is subjected to a considerable draft without undue resistance to the air and in addition the water is cooled in a suitable radiator which may be installed in any desirable place in regard to the engine. This, however, should be a radiator separate from the radiator coolin the engine water.

I have illustrated my invention in the air cooled and water cooled type of cooling intake as installed on an automobile, such as a racing understood that my invention may be applied to any type of internal combustion engine and that it is particularly adapted for aeroplane engines which frequently operate with a super-charger, and in such latter installation the cooling manifold has comparatively little head 'on resistance, and therefore does not affect mab terially the drift of the aeroplane havin an engine with my cooling thereon.

Various changes may be made in the principles of my invention without departin from the spirit thereof, as set forth in the description, drawings and claims.

I claim: g 1. A cooling intake for an internal combustion engine comprising a U shaped structure having an internal passage, said pasrises upwardly on both sage in width being substantially the length of a multi-cylinder engine, in transverse measurement being materially less than the width, the inner section of the U shaped structure being adapted for location adjacent the cylinders of a multi-cylinder engine but 5 spaced laterally therefrom, having a plurality of fins thereon,

the outer-section having a plurality of fins, the structure providing a clear, substantially unobst'ructive air passage between same and an engine, also between the'two branches ofthe U shaped structure, and on the outside thereof, to allow air to flow in the direction-of the width of the intake.' 7

'2. A cooling intake for an internal coinbustion. .engine constructed substantially U-shaped in cross section, one branch of the U-shaped cross section having means for com nection to a plurality of cylinders of an engine arranged in alignment, the other branch aving means to connect same to a source of gas supply, the transverse thicknesses of the said branches being much less than their measurement in the direction of the row of cylinders,

row of cylinders to allow a flow of air therebetween, the two branches bein spaced from each other to allow a flow 0 air between such branches, and the branch conne ted to b'ustion engine comprising a .U-shaped structure having an internal passage, said passage in width being substantially the length of a multi-cylinder engine and in transverse measurement each branch of the U-shaped structure being materially less than the width, the inner branch of the U-shaped structure being adapted for location substantially parallel to a row of cylinders, the outer branch of the U-shaped structure branch connected to the engine, means to connect the branch remote from the engine to a source of gas supply, and deflecting vanes in the branch connected to such supply to deflect the gas towards the front and rear portions of the said passage considered in the direction of the length of the engine, the said branches of the U-shaped structure being positioned to allow a flow of air between said ranches and along the outside surface of g said branches considered inthe direction of intake installed the length of the englne.

4. A cooling intake for internal combustion engines comprising a structure having a g narrow elongated passage, the passage in one direction extending substantially the length of a row of cylinders of an. engine and in a transverse direction being'of much smaller dimensions, an intake at substantially the central portion of the structure, means in said structure to divert the gas forwardly and the branch for connection to the engine being adapted to be spaced from the being spaced from the charge an bustion engine comprising in combination 0.

v I rearwardly considered inregard-to the row of cylinders and a plurality of discharge out- ,letsadapted to connect to cylinders,

such structure being adapted for positioning spaced from the row of cylinders of the engineexcegt for the connection at the di thereby providing a free and substantially unobstructed passage for air between the cooling intake and the row of cylinders. Y

5. A cooling intake for an internal comstructure having a narrow elongated passage in one direction extending substantially the,

length oi a row of cylinders in' alinement and in a transverse direction being of much smaller dimensions, a plurality of discharge outlets adapted for connection'to the cylinders of the engine, a second structure. conadapted to convey gas-thereto substantially the whole length of the first mentioned structure considered longitudinally of the row of the-said structure being adapted row of cylinders,

4 U remote from the branch having charge outlets.

opposite ends of said branch. '8.-,A cooling intake for internal combus tion engines compirisin'g in, combination a;

nected to the bottom of the intake structure,

cylinders,

to be spaced laterally from'the engine with substantially no connection therewith except the discharge outlets providing a substantially free and unobstructed passage for air betweenthe said structures and the row of cylinders.

6. A cooling intake for an internal combustion engine comprising in combination a structure substantially U-shaped in cross section, the two branches of the U each being a narrow elongated passage extendin sub stantially the length of of the engine and each in a transverse direction being of much smaller dimensions, a plurality of discharge outlets from one of the branches of the U adapted for connection to' I the cylinders,

said discharge outlets being the said structure 'from the whereby a free unobstructed passa e for air is provided, the branches of the U eing spaced apart to allow passa of air and a gas intake to the branclhof e adapted to space 7. A cooling .6, the branch of bein of less hei the scharge out of the U having the intake to divert ht than the branch having hollow structure -sha ed in cross section the U.

a row of cyhnders intake as claimed claim the U'having the'gas intake connection from'one of the branches of the U adapted for connection to a plurality of cylinders of the engine, the other branch of t e U having an intake for gas connected thereto, the discharge outlet and the intake being disconnectible from theirrespective branches, the structure being adapted to be spaced from a row of cylinders and the branches from each other to allow a substantially free and unobstructed flow of air considered along the row of cylinders.

9. A cooling intake as claimed in claim 8, there being vanes in the intake to divert the gas to opposite ends of the outside branch of In testimony whereof I have signed my name to this specification.

s, .LOCKHABT.

ets and means in the branch the gas to and a narr a g p ge 1n one direction to extend substantially the nfth of a row of cylinders in alinement,"

Is an in a transverse direction bein of much smaller dimensions, the two branc es of the U being connected by a return bendat the f bottom, said return bend bein secured to the branches to be disconnectib e, a discharge

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