US2251604A

US2251604A - Internal combustion engine

Info

Publication number: US2251604A
Application number: US303752A
Authority: US
Inventors: Joseph F Sladky
Original assignee: Nash Kelvinator Corp
Current assignee: American Motors Corp
Priority date: 1939-11-10
Filing date: 1939-11-10
Publication date: 1941-08-05
Anticipated expiration: 1958-08-05

Description

Aug. 5, 1941. J. F. SLADKY INTERNAL COMBUSTION ENGINE Filed Nov. 10, 1959 2 Sheets-Sheet 1 ,INVENTOR. f. .51 50/1 V ATTORNEY.

J02? BY @1 Aug. 5, 1941. J. F. SLADKY INTERNAL COMBUSTION EN GINE- Filed Nov. 10, 1939 2 Sheets-Sheet 2 J05P BY a, Z

atented Aug. 5, 1541 INTERNAL COMBUSTION ENGINE Joseph F. Sladky, Racine, Wis., assignor to Nash- Kelvinator Corporation, Kenosha, Wis., a corporation of Maryland Application November 10, 1939, Serial No. 303,752

12 Claims.

This invention relates to internal combustion engines and has particular reference to manifolds for supplying fuel thereto.

It is an object of this invention to provide a novel shape of intake manifold which will be more economical in operation than types heretofore known.

It is another object of this invention to provide a carburetor and manifold assembly for an internal combustion engine which will be more efcifient in operation than the types heretofore known.

It is another object of this invention to provide a fuel supply system for an internal combustion engine using a plurality of carburetor jets discharging into a. single manifold.

It is another object of this invention to provide a manifold normally having two distinct currents of fuel mixture therein but being arranged for the counterflow of said fuel currents from their nor- It is another object of this invention to provide a novel type of port connecting an intake manifold on a carburetor.

Other objects and advantages will be apparent from a consideration of the following specification and the attached drawings of which there are two sheets and in which Figure 1 represents a side elevation of an internal combustion engine embodying my invention;

Figure 2 represents a section taken along the line 2-2 of Figure 1 and looking in the direction of the arrows;

Figure 3 represents a section taken along the line 3-3 of Figure 2 and looking in the direction of the arrows;

Figure 4 represents a section taken along the broken line 4-4 of Figure 3 and looking in the direction of the arrows;

Figure 5 represents a section taken along the line 5-5 of Figure 3 and looking in the direction of the arrows;

Figure 6 represents a section taken along the line 6-6 of Figure 1 and looking inthe direction of the arrows;

Figure 7 represents a section taken along the line l-I of Figure 3 and looking in the direction of the arrows.

Illustrated in Figure 1 is an automobile engine having a cylinder block l0, cylinder head l2, oil pan l4, exhaust pipe 16, air intake cleaner I8, and a carburetor generally indicated at 20.

As is more clearly indicated in Figure 2, the engine is of the L-head type having the usual crank shaft 22 connected to the connecting rods 24 and pistons 26 which operate within the cylinders 28. The cylinders are completely surrounded by a water cooling jacket 30 which is open at intervals along its top as indicated at 32 to communicate with a cooling water space 34 within the head I2. I have provided the usual gasket 36 between the cylinder block and bolts 31 for holding the two blocks together. Cooling chamber 34 is provided with a rib 38 which acts to both strengthen the portion of the cylinder head over the cylinders and to increase the heat transfer capacity between the head and the cooling water.

Each cylinder has the combustion chamber 40 formed above it by a recess in the head casting l2. This combustion chamber leads to the intake valves 42 and the exhaust valves 44, which extend downwardly through a valve guide 45 and a boss portion 46 of the cylinder block. The lower ends of the valves terminate in a collar 48 which rests on the adjusting nuts 5|] of the valve lifter 52. The valve lifters are journaled in a portion of the block and extend into the crank case of the engine where they are operated by the usual cam shaft 54. The space between the valve guide 45 and the valve lifters 52 contains the valve springs 56 which abut at one end against a washer 58 seated against the cylinder block and at the other end against the collar 48. The spring 56 urges the valves to closed position, and clearance of the valves may be adjusted by changing positions of the nuts 50. The space around the valve springs is closed by valve cover plate 60 and is supplied with a lubricant by the oil pump through a duct (not shown). Excess oil is drained through the port 62. Oil collects behind the baflle 64in the trough 66 until it will pass through the port 68 to lubricate the valve lifters 52.

The exhaust port 10 is carried down from each exhaust valve and through the side of the cylinder block to a point where the cylinder block is broached to receive the exhaust pipe or manifold 12. The pipe 12 is held in place by means of the brackets 14 bolted to the side of the cylinder block by bolts 16. It will be noted that the exhaust ports 10 branch out at their inner ends to accommodate two exhaust valves in adjacent cylinders.

The intake valve 42 closes a port which opens downwardly into a passage which turns almost immediately to the side of the block where it communicates with an intake manifold 82. The portion of the block 84 between the valve and the manifold is curved in contour to assure a smooth flow of the air and fuel mixture into the cylinder. It will be noted that there is a cooling water passage 86 which passes along the side of the valve stems and around the intake and exhaust ports. This water passage 86 is also connected with the cooling jacket 30 around the cylinder at points between the intake and exhaust ports as is indicated at 88 in Figure 4.

The head casting has a series of depressions 90 formed therein in which the sparkplugs 92 are positioned over the exhaust valves for each cylinder.

The intake manifold 82 is merely a rectangular trough formed in the top of' the cylinder block casting and having a widened portion 94 at its center and openings 96 leading to the intake ports 80. The top of the intake manifold is closed by the cylinder head I2 which has the two carburetor ports 98 and I formed near its middle portion and arranged longitudinally of the intake manifold. It should be noted that the separation between the two ports is shaped off square at the bottom as indicated at I02 while the sides of the ports away from each other are ground back in a smooth contour I04. This shaping of the ports as they enter the intake manifold influences the flow of gas from the port 98 to the rear of i the engine and the last three cylinders, while flow through the port I00 is influenced toward the front of the engine and the first three cylinders. At the same time there is no obstruction between the two streams of fuel after they have entered the intake manifold, and should there be more demand toward one end of the engine than the other, the fuel is free to flow from both ports toward one end of the engine.

The ports 98 and I00 are supplied with fuel and air by the carburetor 30 which has dual jets I05 which discharge into the two Venturi passages I06 which in turn discharge into the two throttle passages I08 past the throttles I I0 and into the ports 98 and I00. The carburetor is also supplied with a choke valve II2 operated by the lever H4 and a float chamber II6 for maintaining an even supply of fuel to the Venturi jets I05. I have found it desirable to place the carburetor at a slight angle from the vertical and have done this by placing a wedge shaped block II8 between the carburetor and the cylinder head casting. It should be noted that the carburetor is tilted in such a manner,

that the float tank II8 is on the high side of the carburetor and tending to increase the flow from the float tank to the carburetor. In turning the car to the right, fuel tends to be thrown away from the jets I06 into the bowl thus starving the engine. Tilting the bowl counteracts this. A left turn forces fuel toward the jets and is not objectionable.

I have found that this combination of a carburetor having duel jets placed longitudinally of the engine and discharging in the manner just described provides a much more regular flow of fuel to all of the cylinders of the engine. This arrangement also functions more evenly when the car is being driven around a corner than does other arrangements.

I have described my invention in some detail,

and it is to be understood that I intend this said float chamber being positioned on the high side of said carburetor.

2. In combination with an internal combustion engine having a manifold, a top portion for said manifold, a carburetor supported in a tilted position on said top portion, jets in said carburetor arranged longitudinally of said manifold and in the planeof the tilt of said carburetor; a float tank carried on the high side of said carburetor and parallel to said jets, and ports formed in the top portion of said manifold for connecting said manifold with said jets.

3. In combination with an internal combustion engine, a carburetor having a plurality of similar fuel jets therein, a plurality of ports connecting saidjets with the bottom of said carburetor, a head casting having a plurality of ports therethrough and arranged to register with the ports in said carburetor, means for fastening said carburetor on said head casting, and means for fastening said head casting to said engine with the ports in said head arranged longitudinally of an intake manifold.

4. A manifold for an engine having two carburetor ports arranged longitudinally of said manifold, the walls of said manifold around said ports being so relieved as to increase the area for fuel flow from each port in one direction but not obstructing flow in another.

5. An engine block casting, an intake manifold formed along the top of said casting, a head casting for closing said manifold and having two ports therein for communication between said manifold and a dual carburetor, said ports being arranged longitudinally of said manifold.

6. In combination with an internal combustion engine, an intake manifold for said engine, dual carbureting means for said engine and means for connecting said carburetor and said manifold, said last mentioned means comprising a wall defining two carburetor ports formed adjacent each other and longitudinally of said manifold, said ports having their outside edges cut away.

7. In combination with an internal combustion engine having an open manifold, a cover for said manifold, a carburetor supported in a tilted position on said cover, and ports formed through said cover between said carburetor and said manifold and longitudinally of said manifold, the opposite edges of said ports being cut away into said manifold more than the adjacent edges thereof.

8. In combination with an internal combustion engine having a manifold, a top portion for said manifold, a carburetor supported in a tilted position on said top portion, a float tank on said carburetor, said tank being on the high side of said carburetor, and ports formed through said top portion of said manifold and positioned longitudinally of said manifold, the opposite edges of said ports being cut away to said manifold more than the adjacent edges thereof.

9. A manifold formed in an engine, a head for said engine arranged to close said manifold and having aplurality of carburetor ports arranged longitudinally and midway of said manifold, a wall for said manifold defining an even number of openings arranged symmetrically along said manifold with respect to said carburetor ports, and a plurality of symmetrical ducts connecting with said openings, said ducts each leading to two cylinders.

10. A manifold for an engine having a plurality of carburetor ports arranged longitudinally of said engine, means influencing the flow of fuel 11. In combination with an internal combustion engine, a manifold extending along said engine and adapted to conduct fuel to the cylinders thereof, a head for said engine defining a plurality of carburetor ports to said manifold longitudinally thereof, and carbureting means connected to said head over said ports.

12. In combination with an internal combustion engine having an'open manifold, a head for said engine forming a cover for said manifold, a carburetor supported in a tilted position on said cover, and ports formed through said head between said carburetor and said manifold and longitudinally of said manifold, the opposite edges of said ports being cut away into said manifold more than the adjacent edges thereof.

JOSEPH F. SLADKY.