US1916500A

US1916500A - Intake manifold

Info

Publication number: US1916500A
Application number: US450700A
Authority: US
Inventors: Caleb E Summers
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1930-05-08
Filing date: 1930-05-08
Publication date: 1933-07-04
Anticipated expiration: 1950-07-04

Description

July 4, 1933. c. E. SUMMERS 1,916,500

INTAKE MANIFOLD Filed May 8, 1930 2 Sheets-Sheet l gmwnto'o July 4, 1933. c SUMMERS 1,916,500

INTAKE MANIFOLD Filed May 8, 1930 2 Sheets-Sheet 2 .14 "if! L y 1 f S II I I! 11111wllllfifilililllllliill .4 M gwwmtoz 15 9 Patented July 1933 UNITED asT -rss PATENT OFFICE cALnB n. sUMMnns, or ron'rmc, IC I AN, AssIGnon TO G ERAL MOTORS con PORATION, or nn'rnorr, MICHIGAN, A CORPORATION or DELAWARE INTAKE MANIFOLD Ap p'iicatio'n f led May s 1930.. Serial K014503001 The' principal object of this invention is to provide, in the induction system of-a multicylinder internal combustion engine which includes a charge forming device and a manif0ld in which there-are provided a main passage leading fromthe charge forming device,a branch p-assageleading from the main passage to a cylinder or cylinders, and a 7 second branch passage leading from the main passage to a cylinder or cylinders whose suction strokes alternate symmetrically with the suction strokes of the cylinder or cylinders to which the first branch leads, means to insure that uniform and properly measused quantities of-combustible mixture will be supplied to the two branch passages when the' engine is operating with the-throttle valve closed orionly slightly opened.-

Broadly speaking, the invention resides in providingin the induction system of an engine of the type described above, a by-passage which communicates atone end with the main passage on the atmospheric side ofthe throttle valve and communicates at its opposite end with two passages of which each communicates with one of the. branch passages of the manifold. 1 a

For a better understanding of the nature and the objects of the present invention,

3 reference is made to thefollowing specification in which there is described the proferredembodiment of my invention which is illustrated in the accompanying drawings.

In the accompanying drawings Figure 1 is a top plan view of an internal combustion engine oft-he V-type, with parts of the charge forming device broken away;

Figure 2 is an enlarged section through the intake and exhaust manifolds taken substantially'on the line 2'2 of Figure 1. 3 l

Figure 3 is a top plan view. of the intake and exhaust manifold headers, with the throttle valve removedw Figure 4 is a section taken on substantially the lined- 1 0f Figure 3. I

In the drawings, the reference character 10 indicates an internal combustionengine of the V-type whichincludes two cylinder blocks'll.

and 12 ineach of which there are provided 7 four cylinders. In each of; the cylinders, there is provided a piston which is connected by means of a connecting rod to one of the crankpins of a crankshaft which is journalled.

in suitable hearings in the crankcase. The throws of the crankshaft are so arranged that the explosions in the cylinders (which are indicated by the reference characters a, b, r

0, (1,0, f, g and h, respectively) and, consequently, the suction strokes of the pistons, occur in the order a, f, c, e, d, g, b, h.

Theintake manifoldincludes aconduit 13 which communicates at'its front end with the cylinders a and b and at its rear end with the cylinders c and d and a conduit 14 which communicates at its front end with'the cylinders e and f and at its rear end with the cylinders g and h. v

Theexhaust manifold includes a conduit 15 which communicates with the cylinders in the block 12and aconduit 16 which communicates with; the cylinders; in the block 11 and throughan intermediate portion of whose lower watllthere extends an opening 17 through which the exhaust gases may pass into an exhaust 'pipe atmosphere. r V

Between the cylinder blocks 11 and 12, thereis located a header 18 in which there are provided an intake passage 19, whose opposite ends communicate with the

conduits

13 and 14, respectively, and below the intake passage an exhaust passage 20 whose opposite ends communicate'withthe'conduits 16 and 15, respectively, and through which the exhaust gases from the cylinders in the block F and, thence, to the 12may pass from the conduit 15 into the intermediate portion of the conduit .16 and,

thence, through the opening 17 and the exhaust pipe tothe atmosphere.

Into the upper side of the intake header,

there-extends an opening which is surrounded by an upwardly extending neck 21 to which the charge forming device 22 is adapted to be connected, as shown in thedrawings. Within the upper end of the neck, there is located a butterfly type throttle valve 23 which is secured to a shaft. 24which is journalled in the wall of the'neck and towhich is secured an operating arm.

Extending at a right angle tothe axis'of the intake passage 19 and diametrically with respect to the neck 21, there is located a partition 25 which subdivides the interior of the intake passage and the neck. The upper edge of the partition 25 is formed as the arc of'a circle whose center is located in the axis of the shaft 24 and whose diameter is just sufliciently greater than the diameter of the throttle valve 23 to insure that the wall will not interfere with operation of the throttle valve.

lVhen the engine is operating, the partition 25 serves to divide the stream of combustible mixture which passes the throttle valve into two streams of which one flows into each of the branches of the passage 19 whence it passes into the adjacent conduit (13 or 14) and, thence, into the cylinders of the engine which communicate with that conduit. When the engine is operating with the. throttle valve opened considerably, the volume of combustible mixture which passes the throttle valve on one side of the plane passing through the partition 25, will be substantially equal to that which passes the throttle valveon the other side ofthe plane and, consequently, the volume of combustible mixture which passes intoone branch of the passage 19 will be substantially equal to thatwhich passes into the other branch thereof. However, since it is not commercially practicable to manufacture throttle valves so that they fit the passages which they are designed to control uniformly throughout their circumferences, when the engine is operating with the throttle valve closed or only slightly opened, the

faulty distribution of the combustible mixture occurring when the engine is operating with the throttle valve closed or only slightly' opened, I have provided means for bypassing the greater part of the combustible mixture around the throttle valve under these conditions. This means includes a vertical bore26 which extends through a wall of the neck 21 and communicates at its upper end with atransverse bore 27 which opens into the interior of the neckon the atmospheric side of the throttle valve 23. Thelower end of the bore 26 communicates with a transverse bore 28 which extends into the partition 25 and terminatessubstantially at the center of the neck 21. Into the inner end of the bore 28, there extends through the. partition 25 from each side thereof, a'bo're 29 which vWhen the engine is operating with the I throttle valve closed or only slightly opened, the suction created by the pistons on their suction strokes will draw the greater proportion; of the combustible mixture generated by the charge forming device into the bore 26 whence itwill pass, successively, into the

bores

27 and 28. From the bore 28, combustible mixture will be discharged through the bores 29 alternately into each branch of passage 19 and will, together with combustble mixture which has entered the passage 19 from the neck 21, pass into the cylinders in the adjacent block (11 or 12). On account of the great difference in the pressures existing at the opposite ends of the bypass, when the engine is operating with the throttle valve closed or only slightly opened, and the'size of the bores 29,the fuel in the combustible mixture which is drawn into the fby-pass will be discharged from the bores 29 in an atomized condition and at such highvelocity thatit will be carried to the cylinders without being condensed. Since the engine suction will be applied alternately to each of the bores 29 and since the suction applied to one of the bores 29 will be substantially equal tothat which is applied to the other bore 29, equal quantities of combustiblemix ture Will alternately be discharged into each j of the branches of the passage 19 and nonuniform and unequal distribution of combustible mixture will, consequently, be eliminated. i i

To regulate 'the volume of combustible mixture which flows through the by-pass, there may be provided therein a regulating valve of any suitable type. r

The degree of atomization of the fuel in the combustible mixture and, consequently,

'the uniformity of distributionof the com bustibl e mixture, when the engine is operat ing with-the throttle closed or only slightly opened, may be increased by heating the combustible mixture as it flows through the by-pass. Means by which the combustible mixture flowing through the by-pass and/or that flowing through the neck 21 may be heated is incorporated in the structure shown in the drawings and will be described directly.

The neck 21 and the adjacent parts of the I intake passage 19 are surrounded by a jacket 30. Between the walls of the jacket and the walls ofthe neck and the header, there i wall of theexhaust passage 20, on'one side of the Wall 32, there extends an opening 33 through which exhaust gases may be admitted into the space 31 and, on the other. side of the wall, an opening 34 through which the exhaust gases may be discharged from the space 31. In the wall of the exhaust passage directly beneath the wall 32, there is journalled a shaft 35 on which there is mounted a butterfly type valve '36 which may, by means of an operating arm 37, be shiftedso as to cause any desired proportion of the exhaust ases flowing through the passage 20 from the conduit l5'to the opening 17 to pass through the space 31.

It will, of course, be understood that, although I have shown and described my invention as incorporated in a particular type of engine, it maybe applied to other engines in which the demand for combustible mixture at the point in the induction system at which the stream of combustible mixture is divided, alternates symmetrically in each of two directions. Specifically, it may be pointed out that the invention is applicable to six cylinder and V-8 engines with crankshafts of which all the throws are located in a single plane and conventional firing order, straight eight engines with single manifolds and crankshafts in which the "four throws adjacent one end are located in a single plane and the four throws adjacent the other end are located in a single plane which is located at a right angle to the plane in which the first mentioned throws are located, and straight eight engines with dual manifolds of which one branch supplies the central four cylinders and the other branch the two forward and two rear cylinders and with crankshatts in which the two throws adjacent one end are located in a single plane, the next four succeeding throws are located in a single plane which is located at a right angle to the plane in which the first mentioned throws are located, and'the remaining throws are located in a single plane which is located at a right angle to the plane in which the four throws are located.

I claim: 3

1. In an internal combustion engine of the class described, a plurality of cylinders, a charge forming device, a conduit communicating with the charge forming device, a conduit which communicates intermediate its ends with the first-mentioned conduit, at one end with one or more of the cylinders and at the other end with the other cylinder or cylinders, a valve located on the atmospheric side of the second-mentioned conduit for controlling the passage of combustible mixture from the charge forming device to the cylinders, a wall which forms a partition within the second-mentioned conduit and which is adapted to divide the stream of combustible mixture which passes the valve into two streams, of which one flows into each of the branches of the second mentioned conduit, and a passage opening into the firstanentioned conduit on the atmospheric side of the valve and having a branch opening into the second-mentioned 1- conduit on each side of the partition.

2. In an internal combustion engine of the type described, an intake manifold which includes a T-shaped conduit, a valve in the intermediate branch of the conduit, a partition which is located between the portions of the cross branch of the conduit on the opposite through the partition into the interior of the portions of the cross branch on the opposite sides of the partition.

3. In a multi-cylinder internal combustion engine, a charge forming device, an intake manifold in which there are provided a main mixture passage leading from the charge forming device, abranoh passage leading from the main mixture passage to a plurality of cylinders, and a second branch passage leading from the main mixture passage to a plurality of cylinders whose suction strokes alternate symmetrically with the suction'strokes of the cylinders to which the first branch leads, a valve'for controlling the passage of combustible mixture from the charge formingdevice to the cylinders through the main mixture passage, and a passage communicating with the main mixture passage on both the atmospheric side and the engine side of the valve for conducting combustible mixture around the valve and discharging a portion of it into each of the branch passages alternately. 7

4. The invention claimed in claim 3 plus means for supplying heat directly to the combustible mixture passing from the charge CALEB E. SUMMERS.