US2104178A

US2104178A - Manifold construction

Info

Publication number: US2104178A
Application number: US8136A
Authority: US
Inventors: David E Anderson
Original assignee: Bohn Aluminum and Brass Corp
Current assignee: Bohn Aluminum and Brass Corp
Priority date: 1935-02-25
Filing date: 1935-02-25
Publication date: 1938-01-04
Anticipated expiration: 1955-01-04

Description

Jan. 4, 1938. D. E. ANDERSON 2,104,178

MANIFOLD CONSTRUCTION Filed Feb. 25, 1955 2 Sheets-Sheet 1 ll62l2 325244 F '6. 40 I INVENTOR DAVID E .ANDERSON ATTORNEY S Jan. 4, 1938. D. E. ANDERSON MANIFOLD CONSTRUCTION Filed Feb. 25, 1955 {Sheets-Sheet 2 INVENTOR DAVID E.ANDERSON MWRMM ow mmkqh ATTORNEYS Patented Jan. 4, 1938 UNITED STATES PATENT OFFICE MANIFOLD CON$TRUCTION Application February 25, 1935, Serial No. 8,136

9 Claims.

This invention relates generally to manifolds for multi-cylinder internal combustion engines and refers more particularly to intake manifolds of the type employed to conduct the fuel mixture from the carburetor means to the cylinders of the engine.

In a great many multi-cylinder internal combustion engines of the type heretofore manufactured, cylinders having overlapping suction strokes were supplied with fuel mixture from a common passage in such a manner that the suction of one of the cylinders opposed the suction of the other, with the result that one or both of the cylinders were quite frequently improperly filled, particularly at high speeds where the time interval is relatively short.- Such a condition not only institutes roughness in the performance of the engine due'to the non-uniformity of the charge in the various cylinders, but also ap- 20 preciably reduces the compression pressures irrespective of the compression ratio provided, and as a consequence, reduces the maximum DOWer obtainable. In other words, it may be said that all things being equal, the performance of an internal combustion engine depends, to a large extent, upon the volumetric efficiency or upon the ability of the induction system to uniformly and completely fill the cylinders with the working fuel mixture at all speeds. To this end, it is one of the principal objects of the present invention to provide an internal combustion engine with a crank arrangement andwith an induction manifold insuring substantially perfect distribution of the fuel mixture to the various cylinders, or in other words, insuring uniform and complete filling of each of the cylinders of the engine. Hence, the present invention provides for materially increasing the volumetric efliciency of multi-cylinder internal combustion engines and also renders it possible to secure maximum compression pressures for any given compression ratio.

In accordance with this invention, successively firing cylinders are not only supplied with fuel mixture from different passages in the induction manifold, but the maximum time interval is provided between the suction strokes cf the cylinders supplied by-the same induction passage, and it is a further object of this invention to provide a relatively simple compact induction manifold capable of securing the results previously set forth.

The foregoing, as well as other objects, will be made more apparent as this description proceeds, especially when considered in connection with the accompanying drawings, wherein:

proved induction manifolding system;

Figure 3 is a plan View of an induction manifold constructed in accordance with this invention;

Figure 4 is a bottom elevational view'of the construction shown in Figure 3.

Forthe purpose of illustrating this invention,

I have'selected an 8-cylinder V-type engine having two banks of cylinders arranged at approximately 90 from each other and having a crankshaft of the so-called 90-type. The cylinder bores are indicated by the numerals l to 8 inclusive,.and the four throws on the crankshaft are indicated by the letters A, B, C, and D. It being understood that the crank or throw A is connected to the pistons in the cylinder bores I and 5, while the crank B is connected to the pistons in the cylinder bores 2 and ,6, and the throw C is connected to the pistons in the cylinder bores 3 and Land the throw D is connected to the pistons in the cylinder bores .4 and 8. throws are preferably so arranged that the crankshaft is inherently balanced, or in other words, the throws A and D extend upon opposite sides of the axis of the shaft at 180 from each other,

while the throws B and C also extend upon opb posite sides of the axis of the shaft at 180 from each other, but at 90 from the throws A and D. Although various different combinations of firing orders may be secured with a crankshaft having the above arrangement of cranks, nevertheless, I preferto fire the cylinders in the following order, I 5- -4- 86-3 -1-2. With this construction, it will be apparent that the suction strokes of the cylinders I and 6 are 360 out of phase, or in other words, the cylinder 6 is beginning its suction stroke as the cylinder l starts on its power stroke. This is also true of the pairs of cylinders 5-3, 2 8, and'41.

In accordance with conventional practice, each cylinder is provided with an intake port I0 and an exhaust port [2. As is usually the case, the aforesaid ports communicate with the interior of the cylinder bores through the medium of combustion chambers and the flow of fluid through the ports may be controlled by poppet valves 14 L The several 2 of. conventional construction. The exhaust ports prises a transverse passage 20 communicatingat.

its ends with the intake ports for the cylinders I and 6 and communicating intermediate its ends with the carburetor riser 2|. The system' I! also comprises a transverse passage 22 communicating at its ends with the intake ports for the cylinders 3 and 5 and communicating intermediate its ends with the carburetor riser 23. The system l8.,is likewise provided with a transverse passage 24 communicating at its ends with the intake ports of the cylinders 4 and l and communicating intermediate its ends with the carburetor riser 2-5. a

The system I9, is similar to the aforesaid system in that it is also provided with a transverse passage 26 communicating at its ends with the intake ports of the cylinders. 2 and 8 and communicating intermediate its ends with the carburetor riser 21. All of the aforesaid passages, including the risers, are formed integral in a single casting, preferably formed of a metal of high thermal conductivity, such as aluminum or aluminum alloy,.and certain of the passages are provided With common wall portions. In addition, the risers are preferably located in juxtaposition to each other, so as to permit the use of a single four-barrel carburetor unit for supplying the proper fuel mixture to the various passages.

From the foregoing arrangement, it Will be observed that the cylinders in each pair have their suction strokes 360 out of phase and draw their charges from an independent induction system. In other words, the cylinders l--6 aresupplied with fuel mixture by the system l6 including the riser 2|, and the cylinders 35 draw their charge from the system ll including the riser'23, while the cylinders 41 are supplied by the system 18 and the cylinders 28 are supplied by the system l9. Thus, when considering that the four passages embodied in the above systems are noncommunicating, it Will be apparent that only those cylinders having their suction stroke phases 360 apart will be supplied from the same passage or from the samesystem, and accordingly, the cylinders having overlapping suction strokes are not only prevented from robbing each other of fuel mixture, but the difficulty usually attributed.

to the ramming effect caused by the flow to a previously opened port is avoided. As a matter of fact, a maximum time interval is provided in each passage between the suction stroke of one of the cylinders communicating with this passage and the suction stroke of the other cylinder also communicating with this passage. This results in completely and uniformly filling each and every cylinder of the internal combustion engine irrespective of the'speed of operation of the engine, and thereby not only insures smooth engine performance, but at the same time provides for obtaining maximum compression pressures for any given compression ratio. It is pointed out in this connection that in actual practice it may be desirable toproportion the cross sectional areas of the several passages in accordance with the length of thesepassages so as to provide for balancing the pressures in these passages.

Although in describing the present invention particular stress has been placed upon a specific design of internal combustion engine having a particular firing order and also upon a specific design of manifold, it willbe apparent that the principle involved herein may be secured with various different types of engines and with var ious different constructions of manifolds. Accordingly, reservation is made to make such changes in the details of construction as may come within the purview of the accompanying claims.

What I claim as my invention is:

1. The combination with an internal combustion engine having eight cylinders arranged in pairs with the cylinders in each pair having suction periods 360 apart, and a manifolding system comprising a plurality of non-communicating passagescorresponding in number to the number of pairs of cylinders and each passage connecting the cylinders in a pair.

2. The combination with an eight-cylinder V-type internal combustion engine having the 7 cylinders thereof arranged in pairs with the cylinders in each pair having suction periods 360 apart, of a manifolding system comprising a plurality of non-communicating passages corre- 'sponding in numberto the number of pairs of cylinders and each of said passages connecting the cylinders of one pair, and carbureting means for conducting a fuel mixture to each of the passages.

3. The combination with an eight-cylinder 'V-type internal combustion engine having the cylinders thereof arranged in pairs with the cylinders, of each pair having suction periods 360 apart, of a manifold casting positioned between the banks of the cylinders and having a plurality of non-communicating passages so arranged that each passage establishes communication between the cylinders in a pair, and means for conducting a fuel mixture to the passages.

4. The combination with an eight-cylinder V-type. internal combustion engine having the cylinders thereof arranged in groups so selected that the maximum time interval exists between the suction periods of the cylinders in each group, and a manifolding system comprising non-communicating passages corresponding in number to the number of groups and each passage connecting the cylindersin a group.

5. The combination with an eight-cylinder V-type internal combustion engine having the cylinders thereof arranged-in groups so selected that the maximum time interval exists between the suction periods .of the cylinders in each group, and a manifold casting having a plurality of non-communicating passages therein so arranged that each passage establishes communication between the cylinders in'a group.

6. The combination with an internal combustion engine having a plurality of cylinders arranged -in groups so selected that the maximum time interval exists between the suction periods of thecylinders in each group, anda'manifold casting having a plurality of non-communicating passages therein corresponding in number to the number of groups of cylinders and each of the passages establishing communication between the cylinders in a group.

7. The combination with an eight-cylinder V-type internal combustion engine having the cylinders thereof arranged in groups with the cylinders of each group having suction periods 360apart, of a manifold casting positioned between the'banks of the cylinders and having a plurality of passages so arranged that each passage establishes communication between the cylinders in a group.

8. In a V-type internal combustion engine having a plurality of cylinders, a crank shaft, an

intake manifold including a plurality of passages communicating respectively with groups of the cylinders and arranged in co-operation with the engine crank shaft for substantially 360 spacing in the firing of any two successive cylinders of the same passage.

9. In an internal combustion engine having eight cylinders, a crank shaft, an intake manifold including a plurality of non-communicating passages respectively communicating with groups of the cylinders and arranged in co-operation with the engine crank shaft for substantially 360 spacing in the firing of any two successive cylinders communicating with the same passage.

DAVID E. ANDERSON.