US1968699A - Combined intake and exhaust manifold - Google Patents

Description

July 31, 1934. A. F. MILBRATH COMBINED INTAKE AND EXHAUST MANIFOLD Original Filed May 12. 1930 3nventor attorneys Patented July 31, 1934 COMBINED INTAKE AND EXHAUST MANIFOLD V Arthur F. Milbrath, Milwaukee, Wis.

Original application May 12, 1930, Serial No. 451,540, now Patent No. 1,910,558, dated May 23, 1933. Divided and this'application December 17, 1931, Serial No. 581,589

2 Claims. (01. 125 -122 This application is a division of my former application, Serial No. 451,540, filed May 12, 1930, for Internal combustion engine, now Patent No. 1,910,558. 1

My invention relatesto improvements in combined intake and exhaust manifold assemblies,'

the object of which is to provide increased ethciency by an improved arrangement, whereby the heat of exhaust gases may be transferred to the combustible mixture in the intake manifold" risers, and whereby the number of heat units so transferred may be automatically controlled in inverse proportion to the load and the quantity of fuel used.

Another object of my invention is to provide a series of curves in the heated risers and intake manifold of an internal combustion engine, whereby heavy particles of fuel may be caused to impinge upon heated surfaces and more thoroughly vaporized or broken up.

My improved manifold also is so designed as to pass exhaust gases completely around the intake manifold and so designed as to avoid dead spots inimical to complete and positive circulation and heat transfer to the fuel gases.

In the drawing:

Figure 1 is a plan view of a six cylinder engine embodying my invention, with cylinders cast in pairs, one pair being shown in horizontal section on line 1-1 of Figure 2.

Figure 2 is a vertical section on line 22 of Figure 1.

Figure 3 is a section on line 3-3 of Figure 1.

Figure 4 is a section on line 4-4 of Figure 3.

Like parts are identified by the same reference characters throughout the several'views.

My improved exhaust and intake manifold assembly is shown in the drawing incorporated in a multiple cylinder engine, in which cylinders 10 are cast in pairs, although it will be obvious from the description hereinafter set forth that a similar construction carrying out the purposes and essence of my invention may be incorporated in any internal combustion engine whether the cylinders are cast in pairs or not.

, same face 11 of the cylinder block. Preferably 'the intake port 15 opens into the cylinder block upon a different level than the exhaust port 11,

Between the port 15 and the carburetor, not. shown,the usual, riser 16 and intake manifold 17 complete the conduit through which fuel gases are passed to the cylinder 10, and it is during this passage that the heating and breaking up of heavy particles of fuel gases accomplished by means of my improved manifold construction is carried out. In the six cylinder engine shown in the drawing, the intake manifold 17 com prises a conduit extending along the side of the engine and provided with "branches or curved, portions flanged for attachment to the cylinder block 12 in the manner conventional in internal combustion engine construction.

But I have provided at 18 a junction box construction which includes in it, as shown most clearly in Figures 3 and 4, a curved conduit 19 connecting the riser 16 with the intake manifold 1'7, and incorporating with such conduit a jacketed structure for carrying exhaust gases around the conduit 19 and the intake manifold 17, as will be hereinafter described.

Each of the junction boxes 18 likewise comprises in a jacket portion 20 a continuation or connecting element between conduits forming an exhaust pipe 21 which interconnect various ports 11 of the cylinders in my multiple cylinder engine. Extending out of the jacket portion 20 of each of the junction boxes is an exhaust pipe 22 which receives and delivers to any conventional type of muffler the exhaust gases coming from the cylinders 10.

It will be noted in Figures 3 and 4 that the junction boxes 18 are provided with a separable cap portion 23 joined to the junction box 18 by means of cap screws 24, and apertures 25 between the junction box 18 and its cap 23 provide passages for exhaust gases to pass into jacket portion 26 in the cap 23, thus establishing clearly a heated zone for conduit 19 and the T-shaped junction of conduit 19 with intake manifold 17.

Attention is called to the fact that as shown clearly by Figure 3 that the direct path of exhaust gases in exhaust manifold 21 is partially 1 interrupted by the curved portion of conduit 19 so that there is an interruption in the flow of gases from the exhaust manifold 21 to the exhaust pipe 22 through the junction box 18. Eddy currents thus set up are forced through the apertures 25 into the cap portion 23 so as to ensure complete heating of the intake manifold 17.

The curves of conduit 19 in addition to their performance of the function described in the foregoing paragraph also assist in carrying out 1 one ofthe principal objects of my invention,- namely, to cause a more complete vaporization of fuel particles. The passage of fuel mixture through the riser 16 and the conduit 19 is rapid entry of fuel at lower temperatures as is required in the use of heavy fuel.

I attribute the success of my invention in part at least to the combination of curved conduits 5 and the heavy particles of unvaporized fuel by and manifold junctions with provision for heat- 80 their velocity and momentum are caused to iming said curves so that long stretches of conduit pinge on the heated interior surfaces of the S need not be jacketed, although I do not wish to curves of the conduit. The resultant friction limit myself to this one theory with respect to its and the heating of these particles is effective to operation.

carry out the vaporization desired, especially Ifjclaim: 85 when the process is completed through the 1. Ajunctionbox for an intake and an exhaust T-joint at the junction of the conduit 19 and the pipe of an'internal' combustion engine, whereby manifold 17, which is likewise heated by' the the'intake pipe passes through the exhaust pipe jacketed cap 23. and is "jacketed" thereby, and the intake pipe is En n which I have f und my inv nti n formed in a "i -joint adjacent its junction with the 90 best adapted are of the type using heavy fuels exhaust pipe, "saidT -"joint being provided with a Which require more heat transferiri the fintalgq jacketed cap provided with apertures intercommanifold at slow speeds than"at"high'speejds, arid u icgt r with the exhaust pipe, the intake I have found that structure such as that shown pipe beingdisposed to impede passage of exhaust 20 and described herein accomplishes t des gases toproduce eddy currents directed through result p y y reason of the h p d e a-r said apertures, whereby to heat the intake pipe tion of the parts and "partly by reason of the dis-' fi' g T.;j int t r o ppsiti nbf my junction box adjacent the "2. The combinationwith a multiple cylinder 'F-J'Oin't of the riser 16' with theh r z n l a i internal com bu'sti'on engine, or an exhaust pipe f5 since I ve fol'md h ja n g f n extending from one cylinderto another and pro- 190 au p p 'e d and along the' horizontal vided with an enlarged'junctionbox cavitytheremanifold results in too great heat transfer. b tween, an "intake pipe passing through the 'I' have felind t et n h Ordinary p ati junction box cavity and formed in a T-joirit ad- O a engine q pp W h D V d eV jacent"thereto',"and a cap fitting comprising a so the id i g e d o'f p ra t e se n t rm jacket housing for the'T-jdint with ducts inter 3175 p atu ft u entering e y nd r, s' rcommunicating with the junction box cavity, the m fefsuch' speeds nd e n ne, is intake pipe being positioned in the junction box sp eded upth r p d pass f u th u j e, cavity in a position to cause eddy currents or ji l efi rb x du s t pe d f xp u exhaust gases directed into said ducts.

g5 hot 'surfaoesin"th efjunction box and permits ARTHUR F. MILBRATH. ll)

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