US2759462A

US2759462A - Internal combustion ram inlet manifold

Info

Publication number: US2759462A
Application number: US402772A
Authority: US
Inventors: Haltenberger Jules
Original assignee: Individual
Current assignee: Individual
Priority date: 1954-01-07
Filing date: 1954-01-07
Publication date: 1956-08-21
Anticipated expiration: 1973-08-21

Description

Aug. 21, 1956 J. HALTENBERGER 2,759,462

IN ERNAL COMBUSTION RAM INLET MANIFOLD I5 Sheets-Sheet 1 Filed Jan. '7, 1954 INVENTOR 5 Fig.2.

Aug. 21, 1956 J. HALTENBERGER 2,759,462

INTERNAL COMBUSTION RAM INLET MANIFOLD Filed Jan. 7, 1954 5 Sheets$heet 2 INVENTOR WWW Aug. 21, 1956 J. HALTENBERGER 2,759,462

INTERNAL COMBUSTION RAM INLET MANIFOLD Filed Jan. 7, 1954 5 Sheets-Sheet s 23] I "m l4 10"] 5" l3 73 I v 1 INVENTOR United States Patent INTERNAL COMBUSTION RAM INLET MANIFOLD Jules Haltenberger, Rancho Santa Fe, Calif.

Application January 7, 1954, Serial No. 402,772

4 Claims. (Cl. 123-52) The present invention pertains to internal combustion ram inlet manifolds and relates to my Patent No. 2,640,- 471 issued June 2, 1953.

The continued adoption of V8 engines focuses the interest on inlet manifolds. Applicants above identified patent recites the value of equallength inlet ductings to each and every cylinder, the benefits of mixing walls, and manifold cylinder filling ram effects.

All V engine inlet manifolds arranged for four-jet carburetion, that applicant is aware of, provide the two pairs of associated carburetion manifold inlets as disposed parallel to a vertical plane transversing the engine longitudinal center line. In such arrangements the generally longitudinal ducts include a duct angle. If the desired premise of having all duct arms of equal length and fed by right angular ducts is adhered to, it is essential that the carburetion inlet ports be. disposed at an angle to said plane.

It is here proposed and is the object of my invention to provide an inlet manifold unit having .the usual upper and lower manifold mid-portions wherein a somewhat diagonally disposed generally longitudinal primary duct has two associated carburetion inlet passages aligned with said duct, and is provided with a slight angularly disposed generally lengthwise duct extension, and both the duct and extension terminate in right angularly disposed transverse ducts having equal length duct .arms.

A further object is to provide gas flow direction changing vanes, a product of the process of extrusion and also to secure them in the manifold by inexpensive and ,peripherally hermetically sealing welch-plugs.

A further object is to increase the gas ram effect by providing a manifold with a substantially constantly diminishing crosssection area, from the inlet passages on to the manifold outlet ports.

Further objects will appear as the description proceeds.

Referring to the drawing, Fig. 1 is an end elevation of an eight cylinder V engine having a four inlet passage manifold unit; Fig. 2 is the manifold unit shown in Fig. 1, here illustrated in a larger scale, having a section substantially on line 2-2 of Fig. 3; Fig. 3 is a plan view of the manifold shown in Fig. 2 showing two pairs of adjacent carburetion inlet passages, and a section taken substantially on line 33 of Fig. 2; Fig. 4 is the manifold unit end elevation shown in Fig. 2, when provided with gas flow direction changing vanes, and with a section taken substantially on line 44 of Fig. 5; Fig. 5 is a plan elevation of Fig. 4, the section thereof taken substantially on line 5-5 of Fig. 4; Fig. 6 is a detail of a vane and vane securing cup shown in Fig. 4, here illustrated in a larger scale; Fig. 7 is an end elevation of Fig. 6; Fig. 7' is a modification of the protruding end of the vane shown in Figs. 4, 5, 6 and 7; Fig. 8 is a schematical illustration of a manifold having a substantially constantly diminishing cross section area; Fig. 9 is a schematical end elevation of Fig. 8.

Referring to Figs. 1 to 3 inclusive, it will be seen that ice a V engine inlet manifold unit generally at 9 is composed of a usual upper and a lower level manifold.

The upper level manifold is provided with a short length carburetion inlet passage 10 and an adjacent associated inlet passage 11. These inlet passages are leading into and are aligned with a slight diagonally disposed generally longitudinal primary duct 12, terminating in a right angularly disposed two-direction crosswise duct, having substantially equal

length duct arms

13 and 14, and having an upstanding mixing wall M. The arms terminate in respective

terminal outlet ports

15 and 16. The primary duct other end, susbtantially beyond the inlet 10 has a slight angularly disposed duct extension 17, which terminates in a substantially right angularly disposed two-direction crosswise duct having substantially equal

length duct arms

20 and 21, an upstanding mixing wall M, and the arms terminate in respective

terminal outlet ports

22 and 23.

The lower level manifold in plan view is an exact duplicate of the upper level one, when turned degrees. It has a pair of adjacent associated and correspondingly longer inlet passages 10' and 11' to feed independently its primary duct. The associated inlet passages 10 and 11, and from them independent passages 10 and 11, form a usual group of four inlet passages, supporting and aligned with a usual four barrel carburetor. The respective associated inlet passages of one level might be provided with a minute pressure balance groove connecting them to the other level associated inlets (not shown) though such balance grooves are usually disposed in the usual carburetor mounting face, therefore in this application a carburetion inletpassage feeding one primary duct as related to a passage feeding another level primary duct shall be referred to as independent. For simplicity of presentation the indicating numerals in the different levels are duplicated with an added prime.

A portion of the manifold adjacent to the four inlet passages and therebelow is surrounded by an exhaust gas heating jacket having walls 24 arranged to be heated through

ports

25 and 26 in the usual well known manner.

It is known that four passage carburetors are arranged to open two adjacent independent inlet passages (10 and 10) in response to the usual accelerator pedal operation up to their about three-quarters of range, thereafter at further pressure on the pedal, the associated inlet passages (11 and 11) open suddenly to operate substantially in unison for the remaining last quarter of range, and closing in the same sequence.

Applicant by disposing the four inlet passages (and obviously the carburetor) somewhat diagonally, thereby eliminates additional duct angles, and increases the desired .ram effect of the manifold, while retaining the desired equal length of crosswise arms with right angular inlets to said arms. Four jets increase the ram effect but also accentuate the harm that different lengths of manifolds create.

When it is desired to further increase the desired ram effect, this is illustrated in Figs. 4, 5, 6 and 7.

The manifold unit is the duplicate of the manifold described in connection with Figs. 1 to 3 inclusive, and has for simplicity of presentation the same indicating numerals. Here, however, above the upper level manifold primary duct and extension, and respective crosswise duct formed intersections, and similarly below the lower level manifold corresponding intersections, applicant provides protruding bosse 27 having machined counterbores 28. This counterbore provides a support for a cup having a main wall 30, which is perforated for the adoption of a weld secured extruded air-foil vane 31. The main wall has a cylindrical wall 32 terminating in an out-turned flange 33. After the cup is pressed into the counterbore a usual peripherally hermetically sealing welch plug 34 secures the cup and vane. Chain line 35 in Fig. 4 indicates the welch plug before it is expanded. Applicant is unaware of using welch plugs as securing means.

When it is desired, applicant provides a directional turning vane between the primary duct and duct extension, as shown in Fig. 5 (only the upper level one is shown); here boss 27 provides for the adoption of vane 31 using the cup, and cup and vane welch plug securing system hereinabove described.

It will be noted that for clarity of presentation in Fig. 5 upper portion applicant illustrates the counterbores and vanes without the cups.

For certain applications applicant provides means to anchor the vane protruding end to control vibration, this shown in Fig. 7 where extruded vane 31 is provided with an anchor pin portion 37 having a taper pilot end 38 to anchor the vane ends in respective holes disposed in the wall that parts the upper and lower manifolds.

Extruded vanes are inexpensive and accurately duplicate the desired vane cross section, and the welch plug means is inexpensive to close hermetically a circular hole; here, however, applicant uses a usual welch plug, besides the usual hermetical sealing also for a new purpose, namely as securing means for an insert.

To further increase the ram effect applicant provides a manifold applicable with or without direction changing vanes having a substantially constantly diminishing cross section, and where the ducts per se are free of radical area variations. This is illustrated in Figs. 8 and 9.

Here, primary duct 12" has a progressively diminishing width from the inlets 10" and 11" on, until joined to the crosswise duct. The crosswise duct arms 13 has a progressively diminishing width up to the outer edge of outlet port 15", similarly the crosswise duct arm 14 has a progressively diminishing width up to the outer edge of port 16". The primary duct extension 17" has a progressively diminishing width from inlet passage 10" on to the laterally extending

duct arm

20 and 21" and they have progressively diminishing widths up to the outer edges of their respective outlet ports 22" and 23".

The lower level manifold is a mere duplication of the upper level when turned 180 degrees. I

The freedom from manifold section sudden changes reduces turbulence in the ducts per se, and the accelerated gas mass at the usual inlet valve closing period is propelled into the engine cylinder by a larger volume of following gas, thereby increasing the ram eifect, an essential for engine cylinder fillings that increases the engine volumetric efficiency and therethrough the thermal efliciency. Applicant is unaware of inlet manifolds having outwardly progressively diminishing areas.

While I have herein shown and described only certain specific embodiments of my invention and have suggested only certain possible modifications, it will be appreciated that many changes and variations can be made to suit particular conditions and embodiments of use, without departing from the spirit and scope of my invention.

What applicant claims as his invention:

1. In an angularly disposed duct having a wall and forming an intersection, a flow direction changing vane in said intersection, means to secure said vane in said intersection including a counterbore in said wall and a peripherally sealing welch plug therein.

2. In an inlet manifold having angularly disposed ducts forming an intersection therebetween, an extruded gas fiow direction changing vane in said intersection, and means to secure said vane in said intersection including a peripherally hermetically sealing welch plug, and where the protruding end of the vane includes vibration controlling anchoring means.

3. In an inlet manifold forming a duct intersection, and having two duct forming opposite walls, a flow direction changing vane inserted through an opening in one of said walls, and vane end anchoring means in the other of said walls, and means hermetically sealing said opening.

4. In a V engine inlet manifold, two longitudinal ducts, each having one or more inlet passages, each four ends of said ducts terminating in two-direction crosswise ducts having terminal outlet ports, ram effect increasing means for said ducts comprising, substantially progressive duct cross section area reduction from the respective inlet passage thereof to each of said respective outlet ports.

References Cited in the file of this patent UNITED STATES PATENTS 1,933,380 Mock et al. Oct. 31, 1933 1,982,596 Moore Nov. 27, 1934 2,012,902 Barkeij Aug. 27, 1935 2,104,178 Anderson Ian. 4, 1938 2,135,628 Smith Nov. 8, 1938 2,160,922 Sullivan June 6, 1939 2,271,412 Voorhies Jan. 27, 1942 2,640,471 Haltenberger June 2, 1953 2,686,506 Carpentier et al. Aug. 17, 1954