US2597977A

US2597977A - Automatic heat control for engine manifolds

Info

Publication number: US2597977A
Application number: US125237A
Authority: US
Inventors: Einar S Dahl
Original assignee: MASSEY HARRIS CO
Current assignee: MASSEY HARRIS CO; MASSEY-HARRIS Co
Priority date: 1949-11-03
Filing date: 1949-11-03
Publication date: 1952-05-27
Anticipated expiration: 1969-05-27

Description

May 27, 1952 E. s. DAHL AUTOMATIC HEAT CONTROL FOR ENGINE MANIFOLDS 3 Sheets-Sheet 1 Filed Nov. 3, 1949 "L WM e m m rw QW m E May 27, 1952 E. s. DAHL AUTOMATIC HEAT CONTROL FOR ENGINE MANIFOLDS Filed Nov.. 5, 1949 3 Sheets-Sheet 2 INVENTOR. E/NAQ S DAHL ATTOQNEY y 1952 E. s. DAHL AUTOMATIC HEAT CONTROL FOR ENGINE MANIFOLDS Filed Nov. 3, 1949 3 Sheets-Sheet 3 v XQLFU I i-Ll A m E w. w W 2 t q v m 2 K on 5 mm wk 3 u M Kim w n A. m. v

L A J an INVENTOR. E/NAQ 5. 0/! HL ATTORNEY Patented May 27, 1952 AUTOMATIC HEAT CONTROL FOR ENGINE MANIFOLDS Einar S. Dahl, Racine, Wis., assignor to The Massey-Harris Company, Racine, Wis., a company of Maryland Application November 3, 1949, Serial No. 125,237

4 Claims. 1

My invention relates to a combined intake and exhaust manifold for use on internal combustion engines and is particularly designed to operate with low test fuels which require the application of considerable heat to the combustible fuel mixture formed by the carburetor in order to insure economical operation of the engine when idling and under part or full load and varying climatic conditions.

In operating an internal combustion engine with fuel of the class above referred to, the combustible mixture for best results must be heated to comparatively high temperature, it is, nevertheless, desirable that the mixture should not be heated to a higher temperature than is necessary to properly vaporize the fuel, otherwise the volumetric efiiciency of the engine is reduced. It is desirable in engines of the class referred to, to automatically control the heating of the combustible mixture, such control being necessary particularly when the engine is first started and until it has operated for a period of time, thus to relieve the operator of the necessity of watching the adjustment and manually changing the same.

In applicants device, when his controlling means is adjusted for seasonable temperatures and type of fuel used, means are provided to maintain the proper heat applied to the mixture at idle and all other loads. This means ofadj usting the heat valve for seasonal changes in temperature such as the differences encountered between winter and summer are manually controlled.

A further object of my invention is to provide an improved combined intake and exhaust manifold of simple construction so it may be made from integrally cast metal by approved manufacturing methods.

To these and other useful ends my invention consists of parts, combinations of parts or their equivalents and mode of operation as hereinafter described and claimed and shown in the accompanying drawings in which:

Fig. 1 is a front elevational view of my improved manifold.

Fig. 2 is a top view of the manifold as shown in Figure 1.

Fig. 3 is a sectional view taken on lines 3-3 of Figure l as viewed from the. left end of the manifold. h

Fig. 4 is a right end view of the manifold, some of the parts being shown by dotted lines. The valves are not shown in this figure for the sake of clarity of the drawing.

As thus illustrated the manifold casting is designated in its entirety by reference character A having a fuel mixture inlet In with preferably a flat surface I l to which the carburetor may be secured when it is desired to attach the carburetor direct to the manifold.

The present drawings illustrate my invention as being suitable for a four cylinder engine wherein exhaust ports |3l3 serve the two end cylinders of the engine and exhaust ports l4l4 serve the two center cylinders of the engine. Ports i3 are operatively connected to a valve box l5 by means of passageways i3l3'. Member A has a depending chamber IS in which is formed an extension chamber ll of valve box i5. I provide an intake riser is which terminates into diverging runners l9l9 which terminate as at 23-23 for registering with engine inlet ports. Ports !3 are adapted to register with exhaust ports in the end cylinders of the engine and ports l 4 serve the two center exhaust ports.

It will now be noted that riser I3 and runners l 9 are within chamber ll for its length and therefore exposed to exhaust gases passing through this chamber so that the mixture passing through members It} and I9 is exposed to exhaust heat in the following manner.

Chamber [5 has an upwardly extending outlet opening 22. A partition so (see Figure 3) extends upwardly from members i9 contacting the side Walls of chamber l5 and terminating as at 3i forming a seat for a valve 33. Another partition 32 is provided having a seat 33 for a valve 34, both valves being secured to a shaft 35. Shaft 35 is preferably rotatably mounted in the ends of valve box [5, one end protruding and having mounted thereon a lever 35 with a weight 3! preferably adjustably mounted thereon. Thus weight 31 will urge

valves

34 and 38 toward their closed position as illustrated in Figure 3. The other valve 33 is secured to the hub of valve 34, its free end being adapted to rest on seat 31 when valve 34 is closed as shown in Figure 3. Thus exhaust gases entering valve box [5 on one side of

valves

34 and 38 will be forced, when these valves are closed, down into chamber [1 and around riser l8 and its diverging members. This is the position shown by

valves

34 and 38 during idling of the engine or during light load on the engine so as to sufiiciently heat the incoming mixture, however as the load is increased, exhaust pressure on the inlet side of valve 34 causes

valves

34 and 38 to be opened. Under a full load, these valves will be fully opened, thus none of the exhaust gases entering the front of the valve box from the-end exhaust ports will be permitted to pass through chamber i1, and the setting of fuel or heat valve 50 will determine the amount of exhaust gas passing through chamber H from the center ports, depending on the type of fuel used, thus preventing overheating of the incoming mixture.

The manually controlled valve B is secured to a shaft 51, the shaft being rotatably mounted in the end walls of the-valve box, one of the ends protruding and having secured thereto a sector 40, having a slot 4| which is on a radius with shaft 5 I. A bolt 42 is secured to the housing and extends through slot 4| having a thumb nut 43,.

whereby valve 50 can be locked in an opened, closed or in any intermediate position, the open position being shown by dotted lines in Figure '3. The purpose of this valve is to cooperate with

valves

34 and 38 to supply the desired heat to the incoming mixture depending on the type of fuel used and also on the temperature of the weather. Clearly the mixture will need more heat during extremely cold weather than extremely hot weather, also when using low grade fuel more heat will be needed at all load ranges. When

valves

50 and 34 are both closed the exhaust gases from all the ports will be directed downwardly around the intake riser and runners. If however,

valves

34 and 38 are open, then depending largely upon the grade of fuel more or less of exhaust gases from the cylinders will be directed around members l8 and I9 by the optional position of valve 50. Adjustment of valve 50 therefore is determined largely by the type of fuel used or the temperature of the atmosphere therefore when this valve is locked in its position, the operation of

valve members

34 and 38 are automatic and will determine the heating of the incoming mixture without attention.

Thus it will be seen that applicants device provides complete control of the temperature of the fuel mixture in a manner which insures against overheating this mixture and insures against any of the fuel in liquid form reaching the cylinders. This result is made possible by the fact that when valve 50 is open, for example when using low grade fuel or in extremely cold weather, exhaust heat from two cylinders only is used during full or nearly full load of the tractor and that the exhaust from all of the cylinders is made use of for maintaining a suitable temperature of the mixture at light load or idling of the engine.

It will be seen from the foregoing that the operation of my device provides suitable temperature for light loads and idling and a condition which insures quick acceleration or take off from light to full load.

There is always dilution in the mixture when it reaches the cylinders if the mixture has not been sufiiciently preheated. Dilution in the mixture means lower efficiency and harmful effect on the lubrication of the cylinders as well as harmful dilution of the lubricating oil. My invention operates to automatically control the mixture temperatures for maximum efficiency.

In applicants device the controlling medium is exhaust pressure which varies according to the engine load in a manner to efficiently control the temperature of the mixture. This is accomplished by a novel combination of parts, whereby when using low grade fuel for example, the heating effect may be limited during full load by the use of the exhaust from the two center cylinders only and whereby the heat from all of the cylinders is automativally applied during light load or idling.

Attention is called to the fact that with applicants system, maximum horse power and efliciency may be secured at full load, that is there is no sacrifice in horse power at full load because of the setting of the heat valve to meet the requirement of idling and light loads, furthermore, a high compression engine can be used with low grade fuel because overheating of the fuel mixture is prevented, for example, while the engine is idling the automatic valve will keep the intake riser and runners at a full load tempera ture and a full load can be thrown on the engine without affecting the mixture.

Having thus shown and described my invention, I claim:

1. A unitary manifold for an internal combustion engine having exhaust outlets and inlets on one side thereof comprising in combination, said manifold having a valve box substantially in its longitudinal center, operating exhaust connections between said valve box and said exhaust outlets, said valve box having an exhaust outlet, a heating chamber extension to said valve box, a fuel passageway extending through said extension chamber and having operating connections to said inlet ports, a valve in said valve box, said exhaust connections to the valve box being on the inlet side of said valve,

the valve having yielding means adapted to move it toward a closed position, whereby the opening of said valve will be determined by the exhaust pressure on the inlet side thereof, whereby more or less of the exhaust gases will be diverted through said extension chamber to there-' by more or less heat the incoming fuel mixture, another valve positioned on the inlet side of said first valve and in the passageway between the valve box and extension chamber to thereby cooperate with said first valve to determine the percentage of exhaust gases diverted through said extension chamber.

2. In a unitary manifold for an internal combustion engine having four exhaust outlets and two fuel inlets on one side thereof comprising in combination, the inlet ports being positioned between the first and second and the third and fourth exhaust ports, said unitary manifold having a valve box substantially in its longitudinal center, operating connections between said valve box and said exhaust outlet ports, said valve box having an exhaust outlet, a heating chamber extension to said valve box, a fuel passage extending through said extension chamber and having operating connections to said inlet ports, certain said exhaust connections to the valve box being on the inlet side of the valve, the valve having yielding means adapted to move it toward a closed position whereby the opening of said valve will be determined by the exhaust pressure on the inlet side of the valve, whereby the valve gases will be diverted around said inlet fuel tube when the valve is closed, and whereby when the valve is open the exhaust gases on the inlet side of the valve will pass direct to said valve box outlet, another valve positioned adjacent the inlet side of said first valve having manually controlled means, thereby to cooperate with said first valve to determine the percentage of ex-' haust gases diverted through said extension chamber.

3. A device as recited in claim 2wherein, said other valve being rigidly mounted on a shaft, the shaft being rotatably mounted in'said valve box, one end protruding through the valve box, means associated with said protruding shaft end, whereby the other valve may be manually adjusted and locked in to position.

4. In a manifold having an exhaust inlet and an exhaust outlet, a heating chamber, a fuel passageway through said chamber, a valve yieldingly mounted between said exhaust inlet and exhaust outlet and having means adapted to move it towards a closed position whereby the opening of said valve will be determined by the exhaust pressure on the inlet side thereof, a manually adjustable second valve positioned between said exhaust inlet and said first valve to selectively determine the amount of exhaust pressure exerted on said first valve.

EINAR S. DAHL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS