US2640470A - Combustion engine inlet manifold - Google Patents

Description

June 1953 J. HALTENBERGER COMBUSTION ENGINE INLET MANIFOLD 2 Sheets-Sheet 1 Filed Oct. 20, 1949 zlllrl/llllllllw ll ll llllllll l I l ll l I l l l l|l.

J. HALTENBERGER COMBUSTION ENGINE INLET MANIFOLD June 2, 1953 2 Sheets-Sheet 2 Filed Oct. 20, 1949 Patented June 2, 1953 UNITED STATES PATENT OFFICE COMBUSTION ENGINE INLET MANIFOLD Jules Haltenberger, Rancho Santa Fe, Calif. Application October 20, 1949, Serial No. 122,474 I (Cl. 12352) 4 Claims.

In automotive vehicle constructions there is a recent trend towards gasoline economy, as exemplified by constantly increasing engine compression ratios, this, primarily to counteract the loss of gasoline'economy caused by the adoption of automatic transmissions of the hydro-chinetic or torque converting type. Automatic transmissions, in constant power engagement with the engine from the idling stage to the optimum power or torque transfer, demand perfect engine idling, smooth engine power-flow at engine acceleration, smooth power-flow at de-celeration to assure good idling for the repetition of this cycle.

The present day automotive engines are all of the in-line type havin 4, 6, or 8 cylinders (V-8, in realty is composed of two 4 cylinder engines, operating on identical crankshaft) and are served by a single carburetor and'a single inlet manifold unit. When the inlet pipe length to the inner cylinders is at great variance from the lengths of pipes to the outer cylinders, and when the gas mass kinetic flow, now usually referred to as gas ram effect materially vary in-between the inner and outer cylinders, result in unequal filling of associated cylinders, causing: bad idling, vibration, loss of volumetric-and thermal efiiciency.

To harness the available ram effect, the inlet valves are arranged to close after the deadcenter; however, the use of individual inlet pipes to each cylinder while providing them with individual carburetor is prohibitive in price, weight, exhaust heating complications, andfurther, no two carburetors perform in range equally. i 1

It is the object of my invention to increase the ram effect of an inlet manifold up to its full lineal length when-so desired by providing it with effective substantially air foil flow direction changing vanes. Y

A further object is to increase the ram eiTect of the inner cylinders up to the outer cylinders while retaining the use of a customary single carburetor and single inlet manifold unit.

Further objects will appear as the description proceeds.

The drawings illustrate my invention at least to some engine types where Fig; 1 is a plan view of a single carburetor inlet 3 port inlet manifold unit. for a usual 6 cylinder engine, with parts broken away. also showing apart of the engine; Fig. 2 is a side elevation of the manifold illustrated in Fig. l with parts in section substantially on line 22 of Fig. 1 and indicating the carburetor; Fig. 3 is a section substantially on line 33 ofzFig. 1; Fig. 4 is an enlarged drawing of the flow direction changing vanes illustrated in Figs. 1 and 2 and specifically shown on the bottom of Fig. '1; Fig. 5 is a plan view of the vane assembly die-casting shown in Fig. 4; Fig. 6 is a section substantiallyon line"66 of Fig. v5; Fig. '7 is a modification of the invention, illustrating a section, and corresponds to Fig. 3; Fig. 8 corresponds to Fig. 3 and illustrates the use of the invention as an accessory and as adopted to an existing manifold in greatest quantity production; Fig. 9 is a side elevation of a spring shown in Fig. 8, here however in released position; Fig. 10 is a plan view of Fig. 9; Fig. 11 is a plan view of a manifold incorporating the invention to a 4 port double barrel single carburetor manifold casting, usually serving an 8 cylinder in-line engine, and with parts broken away; Fig. 12 isa side elevation of Fig. 11 with parts broken away; Fig. 13 is a section substantially on line l3-l3 of Fig. 12, here shown on a larger scale; Fig. 14 is a side elevation of the vane assembly shown in Fig. 14; Fig. 15 is an end elevation of Fig. 14; Fig. lG is an enlarged plan view of an elbow shown in the upper parts of Figs. 11 and 12; Fig. 1'7 is a section substantially on line l1l1 of Fig. 16; Fig. 18 is a section substantially on line Iii-l8 of Fig. 11, here shown in a larger scale; Fig. 19 is a modification of the manufacturing application of the invention; Fig. 20 is a section substantially on'line 202li of Fig. 19.

Referring to Figs. 1 to 6 inclusive, it will be seen that a generally elongated engine inlet manifold unit is provided with a substantially central carburetor inlet passage l0 formed by a cylindrical wall I I, and is connected to a usual carburetor outlet, here, in Fig. 2. indicated by chain-lines l2, inlet passage ll! is connected to a usual exhaust gas heated distributing chamber duct 13 formed'by wall M and is provided with a pair of angularly connected longitudinally extending long ducts [5 formed by rectangular walls l6 and terminatin and intersecting longitudinally spaced angularly connected, transverse direct ram terminal outer outlet ducts I! formed by rectangular walls l8. Ducts I! being straight and perpendicular to engine, their lengths form the direct ram. Walls [8 terminate in mounting faces 20 arranged to be supported by engine cylinder head or engine block 2| as by cap screws 22, ingthe usual manner, therefor the passage IQ is inlateral spaced relation to the mountingv face or engine. Here, however, in the intersection of these ducts, generally at .23, ef-

fective fiow"directionchangin substantially air foil vane or vanes are provided (to be described).

The inlet manifold is also provided with a central angularly connected transverse short inner direct ram outlet duct 24 formed by walls 2s and terminating in mounting face 28. All faces are in a single plane. Here however, to secure additional flow ram length, duct 24 is provided with a direct ram duct extension 26 arranged to pass under the distributing chamber 13 a vertical extension 21 and a distributing chamber connecting duct extension 28. Ducts 26, 2! and 28 are formed by outer walls 30 and an inner wall block 3!. To further increase the ram effeet, at the intersection of ducts 26 and 2? and also ducts 21 and 28, generally at 23, direction changing substantially air foil vane or vanes are provided (to be described). To increase ram effect, it is important to note that ducts 2t, 26, 27 and 2B are disposed generally transversely to the long ducts IS.

The distributing chamber I3 is surrounded by a usual exhaust gas heating chamber 32 formed by outer walls 33 wherein a hot exhaust gas inlet opening 3 1 is provided to heat particularly walls 35 that act as liquid droplets evaporating hot plates in the usual well known manner.

As is clear from the drawings and especially from enlarged Figs. 4, 5 and 6, the direction changing vane system, generally at 23, is preferably formed of substantially air foil section vanes 36 and an interconnecting air foil section support bar 37, at one end terminating in a position locating fillet bar 38 and at the other end terminating in a spring loaded locking mechanism. This mechanism is disposed in an endchamber All arranged to operatively encompass a lock ll having an engaging nose 32 arranged to operate on a stationary fulcrum rod it, a V- shaped floating spring 44 in said chamber yieldingly urges the nose 42 outwardly, thereby, after vfrom the distributing chamber to the mounting .face, is but one-third as long (shown in Fig. 8) as the length of ducts to outer cylinders l and 2 or 5 and 5 respectively, therefore the rain eiiect correspondingly is materially reduced to the center cylinders. Applicant by this invention however provides substantially equal length of ducts .to all cylinders, and by providing effective direction changing vanes, harnesses substantially the full length of the gas or air column for ram effectiveness, thereby materially increasing the volumetric efliciency of the engine, provides better and equal mixtures and eliminates poor en gine idling characteristics, a subject of great im portance now when automatic transmissions with hydro-kinetic or hydro-torque converting devices demand slow idling and without any loading characteristics for the smooth and fast acceleration of a Vehicle. Equal gas distribution is more important with the new high compressions to come.

When it is desired to increase the hot plate area and to lengthen the duct for increased ram effeet is illustrated in Fig. 7. Here the inlet passage I0 is lengthened, the lighter mixtures guided by the vanes disposed at each end of vertical duct 21', generally at 23, create an increased ram efiect, and the increased size hot plate quicker evaporates the heavy gasolin droplets. For simplicity of presentation the indicating numerals are duplicated.

Fi 8 illustrates the cross section of a manifold now in great quantity production, to overcome idling difiiculties and to improve distribution, applicant proposes the insertion in the distributing chamber and therewith directly associated transverse duct intersection of a vane assembly as an accessory, to increase the ram effeet to the central cylinders. Here vane interconnecting support bar 3'! at one end terminates in a V cut 45 the other end terminates in a position locating fillet bar 553', having a securing spring adopting notch 45. As is clear from the drawing there is an undercut between the inner walls of inlet passage ill" and chamber l3". After the vane assembly is inserted in the distributing chamber duct to the position illustrated, a straight blade spring (ll shown in free position in Figs. 9 and 10 is inserted in tensioned bent position between said undercut and notch, urging the assembly to a wedged rattleproof position indicated. It is important to note. that the adoption of this accessory does not entail any re-work and it becomes adoptable to a manifold while in its mounted position, by the simpl expedient of the carburetor removal. With the use of this accessory vane the ram reflective length is increased substantially, up to the carburetor. For simplicity of presentation the in dicating numerals are duplicated.

Figs. 1, 2 and 3 indicate a three outlet manifold for a. 6 cylinder in-line engine, the advantages of increasing the ram effect for the midportion cylinders by duct lengthening and by the use of directional vanes is not limited to 6 cylinder engines, as duly indicated in Figs. 11 to 18 inclusive, where in a generally elongated inlet manifold unit 4 transverse duct terminal outlets are provided. The pair of inner outlets usually serve cylinders 3 and 4 and 5 and 6 respectively. The pair of outer outlets usually serve cylinders I and 2 and 1 and 8 respectively of an 8 cylinder in-line engine.

In the drawings, applicant indicates longitudi- ,nally substantially central usual nearer to engine inlet passage 5i and further from engine inlet passage 50, both in lateral spaced relation from the mounting face or engine, here however by connecting the carburetor passage 53, the one disposed further away from the plane of the mounting faces 20 to the inner transvers terminal outlet ducts, increases the direct ram length of the inner ducts. As is clear from-the drawings, passage 59 is connected to the distributing chamber duct 52 and angularly connected longitudinally extending long ducts 53 terminating in interconnected longitudinally spaced angularly connected transverse direct ram terminal outlet ducts 54. At the intersection of chamber duct 52 and ducts 53 and ducts t3 and 54, generally at 55, direction changing vanes are provided (to be described).

Inlet passage 5! when it is desired is similarly connected to an angularly connected longitudinal long duct 56, terminating in angularly connected intersecting direct ram terminal outlet duct 51. Passage 5i on the opposite side is simiarly angularly connected to. a longitudinal long duct 58 having a vertical intersecting duct continuation 60 formed by walls 16 and terminating in transverse angularly connected direct ram terminal outlet duct 57. At the intersection of ducts 60 and 5?, generally at 55, a duplicate direction changing vane is provided. It will be noted, that the direct ram ducts 54 are longer than direct rain ducts 5'1. To provide full length normally horizontal terminal outlets 54 and 51 to avoid gasoline condensation puddles, it is important to note that the duct 53 is on a differing level than the associated ducts 56 and 58.

As is clear from the drawings and more particularly from enlarged Figs. 13, 14 and 15, the direction changing means, generally at 55, are formed of substantially air-foil vanes 36' preferably of extruded spot-weldable material and a pair of interconnecting end supports, preferably of spot-weldable sheet metal having a center portion 61 welded to the ends of the vanes, and a pair opening variation accommodating flaring portions 62, longitudinally terminating in bendable lip portions 63 at one end, and in position locating curved portion 64 at the other end. In Fig. 13 chain line 65 indicates the bending line of the therewith associated lip 53 here shown in a re-straightened vane assembly anchoring position, whereas in Figs. 14 and 15 the lips on the one side of the assembly are bent temporarily inwardly, arranged to pass over the interfering corner between the inner sides of two adjacent ducts, and here are shown in readiness for insertion in the duct intersections. It is important to note that the bent lips indicated in Figs. 14 and 15 are re-straightened with a suitable tool after the vanes are inserted, thereby locating the vanes in a wedged rattle-proof relation in its respective duct intersection.

In the intersection of ducts 58 and 60 applicant prefers to provide a vane assembly illustrated in a larger scale in Figs. 16 and 17. Here, the duct wall 16 is provided with a circular machined opening 66 arranged to support a vane assembly havin substantially air-foil section vanes 35" and therewith integral securing flange 5? for the use of securing screws 68. This vane assembly is preferably a die casting of metal (or plastic, not shown).

For simplicity of presentation here also the indicating numerals are duplicated.

When it is desired to substitute for the insertable vanes directly cast-in vane or vanes, this is illustrated in Figs. 19 and 20. Here substantially air-foil vanes 36" are located in the usual duct casting core (not shown) to engage the outer wall thickenings 16 in the usual well known manner.

To avoid duplications applicant only illustrates demountable manifold casting units for 6 and 8 cylinder in-line engines, whereas, the inventions benefits are equally applicable to non-demountable inlet ducts or to 2 cylinder or V engines, or engines of 2 or 4 cycle or diesel types (not shown), or hot air or hot gas combustion engine of great revival and future where speedy and efiicient communication between transfer and working pistons is desired (not shown) Recent studies in high speed air tunnels resulted in the abandonment of tunnel curvings and the adoption of rectangular air tunnel elbows when provided with efiicient direction changing vanes, from these studies most of the factors on vane system nozzle characteristics such as; aspect ratio, boundary layer control, parasitic flow pattern at the local sonic velocity, became recently known and thereby vanes in inlet manifolds now can be produced to result at better than 94% efficiency.

It is important to note, that in Figs. 1 to 17 inclusive and Figs. 19 and 20, applicant illustrates clusters of flow direction changing vanes all of equal width, having substantially air foil sections, disposed in the intersection of two substantially equal width ducts. It will also be noted that the width of all the air foil sections, as measured from the leading edge to the trailing edge, are-materially less than the width of either of said associated ducts, thereby skin friction and parasitic flows are reduced.

While I have herein shown and described only certain specific embodiments of my invention and have suggested onlycertain possible modifications, it will be appreciated that many changes and variations can be made to suit particular conditions and embodiments of use, with out departing from the spirit and scope of my invention.

What applicant claims as his invention:

1. A combustion in-line engine, a generally elongated inlet manifold unit having an inlet passage in lateral spaced relation from said engine, on said engine, substantially centrally placed angularly connected transverse outlet duct of materially greater length than the lateral space in-between said passage and engine connecting said passage to said engine, and a flow direction changing vane in said connection.

2. A generally elongated inlet manifold unit including an inlet passage and thereto connected exhaust heated distributing chamber and therewith directly associated transverse outlet duct, an accessory, substantially air foil flow direction changin vane assembly disposed in said chamber in the angle of said duct, and means to secure said assembly in said chamber.

3. A generally elongated inlet manifold unit having a pair of inner and a pair of outer outlets terminating substantially in a single plane, including a pair of substantially centrally disposed inlet passages in laterally spaced relation from said plane forming a near end and a far passage from said plane, and duct connections in between said far passage and inner outlets and in-between said near passage and outer outlets, wherein angularly connected ducts with flow direction changing vanes between said ducts are included.

4. In an inlet manifold an inlet passage in association with a manifold duct of substantial length in respect to its width, said duct terminating in an angularly disposed duct, said ducts forming an intersection, and a substantially air foil section flow direction changing vane disposed in said intersection.

J ULES HALTENBERGER.

References Cited in the file of this patent UNITED STATES PATENTS Number

Images