US3145699A

US3145699A - Fuel injection engine

Info

Publication number: US3145699A
Application number: US167773A
Authority: US
Inventors: Carl F High
Original assignee: Individual
Current assignee: Individual
Priority date: 1962-01-22
Filing date: 1962-01-22
Publication date: 1964-08-25
Anticipated expiration: 1981-08-25

Description

Aug. 25, 1964 c. F. HIGH FUEL INJECTION ENGINE Filed Jan. 22, 1962 E cu nIII F n v 4 2/9111!!! III/ll, '4 v I 4 Sheets-Sheet l INVENTOR. CARI. E H1 6H ATTORNEY! Aug. 25, 1964 c. F. HIGH FUEL INJECTION ENGINE //6 4 Sheets-Sheet 2 Filed Jan. 22, 1962 INVENTOR. CARL F HIGH ATTORNEYS 4 Sheets-Sheet 3 INVENTOR. CARL F. H/ 6H ATTORNEY.

C. F. HIGH FUEL INJECTION ENGINE Aug. 25, 1964 Filed Jan. 22, 1962 Aug. 25, 1964 c. F. HIGH 3,145,699

FUEL INJECTION ENGINE Filed Jan. 22, 1962 4 Sheets-Sheet 4 INVENTOR.

CA RL F H/ 6H United States Patent 3,1455% FUEL iNiEt'Z'fliUN ENGENE Carl F. High, 17581 Appoiine Ave., Detroit, Mic Filed Jan. 22, 1%2, Ser. No. 167,773 13 tllairns. (Ci. 123-4133) This invention pertains to internal combustion engines and more particularly to means insuring complete vaporization of liquid fuel introduced into the intake manifold of such engines.

In carbureted internal combustion engines atomized fuel is introduced into the intake manifold at a central carburetor throttle. If the engine is cold, the act of creating vaporized fuel will cause moisture in the air to freeze resulting in carburetor icing. Condensation of the liquid fuel on the walls of the cold manifold will be produced, and will only evaporate to produce a usable fuel-air mixture as the engine becomes heated. To compensate for fuel remaining in the intake manifold, an increased fuelair ratio must be provided if the desired ratio is to be delivered to the combustion chamber. This is accomplished by means of a choke which increases the fuel-air ratio to about eight times normal as the engine is warming. The resulting over-rich mixture produced as the condensed fuel is evaporated by the heating engine causes inefficient operation as well as smog in the form of exhausted unburned fuel particles.

To overcome this, such engines are provided with a central hot spot disposed in the intake manifold in the vicinity of the carburetor throttle. This hot spot promotes vaporization of the fuel but is only effective after it has become heated by operation of the engine. Meantime inefficient fuel-air mixtures occur.

In carburetted engines the fuel-air mixture is directed.

from the carburetor throttle area through the bends and turns of the intake manifold to the cylinders. These bends and turns affect the mixture with the result that an equal distribution to the cylinders does not occur.

Fuel injection has overcome some of the problems encountered in spark ignited engines but has the disadvantages that complex nozzles or other expensive means has heretofore been relied upon to effectuate vaporization of the liquid fuel. Slight defects or malfunctioning of the nozzles will result in fuel being delivered to the manifold in liquid form. This again causes inefiiciency in the form of unburned fuel.

It is an object of the present invention to effectuate complete vaporization of liquid fuel for a fuel injection internal combustion engine by providing heated areas closely adjacent each intage port and by directing the flow of fuel to impinge upon these heated areas.

It is another object of the present invention to increase the efficiency of fuel injection internal combustion engines by providing heat conducting means efficiently transferring heat from the combustion chambers to areas closely adjacent the intake ports.

It is yet another object of the present invention to reduce the warm up period for internal combustion engines by providing improved means for conducting heat from the combustion chambers to the intake manifold.

It is still another object of the present invention to reduce manufacturing costs for internal combustion engines by providing a fuel injection system which eliminates the need of highly sensitive atomizing nozzles.

It is yet another object of the present invention to substantially diminish the contribution of internal combustion engine exhaust gases to smog by providing means which decrease the amount of unburned fuel exhausted by such engines.

Still further objects and advantages of the present in vention will readily occur to one skilled in the art to which the invention pertains upon reference to the tub lowing drawings in which like reference characters refer to like parts throughout the several views and in which FIG. 1 is a fragmentary cross sectional view of an internal combustion engine embodying the present invention.

FIG. 2 is a cross sectional view taken substantially at line 22 of FIG. 1.

FIG. 3 is a cross sectional view substantially like FIG. 1 but showing another preferred embodiment of the present invention.

FIG. 4 is a cross sectional view substantially like FIGS. 1 and 3 but showing yet another preferred embodiment of the present invention.

FIG. 5 is a cross-sectional view illustrating yet another preferred embodiment of the present invention.

FIG. 6 is a cross-sectional view taken substantially at line 6-6 of FIG. 5.

FIG. 7 is a crosss-sectional view showing a preferred modification of the embodiment shown in FIG. 6.

FIG. 8 is a cross sectional view of yet another modification of the present invention.

FIG. 9 is a cross sectional view taken substantially at line 9-9 of FIG. 8.

FIG. 10 is a cross-sectional view of one bank of a V-6 engine in which the present invention is embodied.

FIG. 11 is a cross sectional view of yet another preferred embodiment of the present invention.

FIG. 12 is a cross-sectional view of an in-line six cylinder engine embodying the present invention, and

FIG. 13 is a cross sectional view taken substantially on line 1313 of FIG. 12.

Referring now to the drawings for a more detailed description of the present invention, FIGS. 1 and 2 illustrate a preferred internal combustion engine 10 as having a combustion chamber 11, an intake manifold 12 and an exhaust manifold 13. A pair of intake ports 12A provide communication between the intake manifold 12 and the adjacent combustion chambers 11 as shown in FIG. 1. A fuel injection system 14 is provided with an injector nozzle 15 which is positioned to direct a stream of liquid fuel 16 to impinge upon a portion of a wall 17 of the intake manifold 12 at a point intermediate the adjacent intake ports 12A. The wall 17 has a portion 18 which separates the intake manifold 12 and the exhaust manifold 13. Heat is conducted from the exhaust manifold 13 and the combustion chambers 11 through the portions 18 along the wall 17 to heat the area of the wall 17 intermediate the intake ports 12A. Fins or serrations 19 are provided on this portion of the wall 17. The fins 19 promote dissipation of the heat and thus vaporization of the fuel impinging on the wall 17 while at the same time reducing the boundaries of the vaporizing area so that air inducted through the intake manifold 12 and passing over the heated serrations 19 will not become unduly heated, which would otherwise decrease the volumetric efficiency of the engine.

It should be apparent that the increased vaporization produced by directing the fuel against the heated serrations 19 eliminates the need for an atomization nozzle. The nozzle 15 need only direct the fuel in a more or less liquid stream against the heated Wall 17 where it will become vaporized by the heat of said wall 17. Further, a uniform fuel-air mixture to each cylinder is assumed by reason of the proximity of vaporization and subsequent admixture of fuel and incoming air to the intake ports 12A. The intake manifold 12 is not used to conduct the fuel-air mixture from some central spot to the individual cylinders and thus the fuel-air mixture is not effected by the configuration of contours and bends in the intake manifold 12.

FIG. 3 illustrates another preferred embodiment of the present invention illustrating an internal combustion u engine 116 having an intake manifold 112 and single side outlet exhaust manifold 113. A common heat conducting Wall 117 separates the inta e manifold 112 and the exhaust manifold 113 and is provided with serrations or fins 119 on a portion of the intake manifold side of the wall 118 intermediate :1 pair of adjacent intake ports 112A. A nozzle 115 preferably serves a pair of adjacent combustion chambers 111 and directs a liquid fuel stream 115 against the serrated portion 119 of the exhaust gas heated wall 117.

FIG. 4 illustrates another preferred embodiment of the present invention illustrating an internal combustion engine 210 having an intake manifold 212 and a dual side outlet exhaust manifold 213. The intake manifold 212; has a wall 217 provided with portions 218 common with the exhaust manifold 213. Exhaust heat is conducted along the wall 217 to a serrated portion 219 provided on the wall 217 intermediate a pair of adjacent intake ports 212A. A nozzle 215 directs a liquid fuel stream 216 to the heated serrations 219 where the fuel is vaporized and mixed with inducted air, thence being admitted to combustion chambers 211 through the intake ports 212A.

FIGS. 3 and 4 illustrate how the serrations and the common boundary design between the intake manifolds and exhaust manifolds can be varied to provide the amount of heat necessary to vaporize the fuel required by the engine. FIG. 3 shows deep serrations 119 and maximum common boundary between the exhaust manifold 113 and the intake manifold 112.

FIGS. 5 and 6 illustrate yet another preferred embodiment of the present invention. An intake manifold 3212 is provided with an intake port 312A providing the seat for an intake valve 32% and has a wall portion 318 substantially encompassing the intake port 312A and the intake valve 320. The Wall portion 318 is heated by conduction from the combustion chamber (not shown) or the exhaust manifold 313 substantially the same as in the embodiments described above. The wall portion 318 is provided with inner angularly adjoined faces 31? and a recessed substantially annular trough portion 321. A nozzle 315 directs a liquid fuel stream 316 into the intake manifold 312 past the stem of the intake valve 320 and against one of the faces 319 of the heated wall 318. The fuel stream 316 then deflects around the heated Wall 313 off the faces are as can best be seen in FIG. 6 because of the air swirl produced by the eccentricity of the intake port with respect to the axis of the intake manifold passage 312, and is thus atomized. The trough 321 receives fuel which collects on the faces 319 particularly when the valve is closed and holds it until the heat from the wall 318 vaporizes it. The air swirling into the intake manifold also tends to promote vaporization of the fuel.

FIG. 7 illustrates the embodiment shown in FIGS. 5 and 6 but with serrations 322 provided on the wall 313 in place of the faces 319.

FIGS. 8-9 illustrate an embodiment of the present invention in which nozzles 415 direct a liquid fuel stream 416 to impinge against an arcuate smooth faced portion 419 of a wall 417. The wall 417 substantially encloses an intake port 412A seating a valve 42% and has a portion 41$ common with an exhaust manifold 413. Heat from the exhaust manifold 413 is conducted from the common wall portion 413 to the smooth faced surface 419 thereby aiding in vaporization of the liquid fuel. The fuel stream 416 is directed against the wall 417 at an angle which permits the stream to deflect off the wall at several different points as can best be seen in FIG. 8. Fuel which has remained on the wall 413 is collected by a substantially annular collecting trough 421 and held there until the heat of the wall 417 can vaporize it.

FIGS. 10, 11, 12 and 13 illustrate various arrangements of nozzles 515, intake manifolds 512 and exhaust manifolds 513 which are possible. In each of these embodiments of the present invention a portion of a wall 517 of the intake manifold 512 is provided with serrations 519 6, and is heated by having a portion 513 in common with the exhaust manifold 513, thereby providing complete vaporization of liquid a fuel stream Sir: directed into the intake manifold 512.

Although I have described several preferred embodiments of the present invention, it is apparent from the foregoing description that various other changes and modifications can be made without departing from the spirit of the invention or the scope of the appended claims.

I claim:

1. In an internal combustion engine having a combustion chamber, an intake manifold and an exhaust manifold, an intake port and an exhaust port connecting said combustion chamber respectively with said intake and said exhaust manifolds, a Wall having a portion in commen with said intake manifold and said exhaust manifold whereby heat is conducted from said exhaust manifold along said wall, said Wall having a second portion closely adjacent said intake port, said second portion substantially arcuately encompassing said intake port, and fuel injecting means directing a stream of liquid fuel to angularly impinge upon said second wall portion whereby said fuel stream will deflect angularly around said second wall portion.

2. The combination as defined in claim 1 and in which said second wall portion is provided with a substantially annular recessed portion whereby fuel clinging to said wall will collect in said recessed portion to be vaporized by the heat of said wall.

3. The combination as defined in claim 1 and in which said arcuate wall portion is provided with a plurality of angularly adjoined faces.

4. The combination as defined in claim 3 and in which said second Wall portion is provided with a substantially annular trough portion whereby fuel clinging to said angularly adjoined faces will collect in said trough to be vaporized by the heat conducted along said Wall from said exhaust manifold.

5. The combination as defined in claim 1 and in which said arcuate wall portion is provided with a plurality of arcuate faces.

6. The combination as defined in claim 5 and in which said arcuate wall portion is provided with a substantially annular trough portion whereby liquid fuel clinging to said arcuate faces will collect in said trough portion to be vaporized by the heat conducted along said wall from said exhaust manifold.

7. In an internal combustion engine having a combustion chamber, an intake manifold and an exhaust manifold, an intake port and an exhaust port connecting said combustion chamber respectively with said intake manifold and said exhaust manifold, a wall having a portion in common with said intake manifold and said combustion chamber and having another portion closely adjacent said intake port, and fuel injecting means directing a stream of liquid to impinge upon the portion of said wall closely adjacent said intake port.

8. The combination as defined in claim 7 and including heat dissipating means being provided on the portion of said wall closely adjacent said intake port.

9. In an internal combustion engine having a combustion chamber, an intake manifold and an exhaust manifold, an intake port and an exhaust port connecting said combustion chamber respectively with said intake manifold and said exhaust manifold, a wall having a portion in common with said intake manifold and said exhaust manifold and having another portion closely adjacent said intake port, fuel injecting means directing a stream of liquid fuel to impinge upon the portion of said wall closely adjacent said intake port, and heat dissipating means comprising a plurality of serrations being provided on the face of the portion of said wall closely adjacent said intake port.

10. The combination as defined in claim 7 and in which the portion of said wall closely adjacent said intake port is provided with a substantially annular recessed portion whereby fuel clinging to said Wall will collect in said recessed portion to be vaporized by the heat of said Wall.

11. The combination as defined in claim 7 and in which the portion of said wall closely adjacent said intake port is provided with a plurality of angularly adjoined faces.

12. The combination as defined in claim 7 and in which the portion of said Wall closely adjacent said intake port is provided with a plurality of arcuate faces.

13. The combination as defined in claim 8 and in which said heat dissipating means comprises a plurality of serrations provided on the face of the portion of said wall closely adjacent said intake port.

References Cited in the file of this patent UNITED STATES PATENTS

Claims

1. IN AN INTERNAL COMBUSTION ENGINE HAVING A COMBUSTION CHAMBER, AN INTAKE MANIFOLD AND AN EXHAUST MANIFOLD, AN INTAKE PORT AND AN EXHAUST PORT CONNECTING SAID COMBUSTION CHAMBER RESPECTIVELY WITH SAID INTAKE AND SAID EXHAUST MANIFOLDS, A WALL HAVING A PORTION IN COMMON WITH SAID INTAKE MANIFOLD AND SAID EXHAUST MANIFOLD WHEREBY HEAT IS CONDUCTED FROM SAID EXHAUST MANIFOLD ALONG SAID WALL, SAID WALL HAVING A SECOND PORTION CLOSELY ADJACENT SAID INTAKE PORT, SAID SECOND PORTION SUBSTANTIALLY ARCUATELY ENCOMPASSING SAID INTAKE PORT, AND FUEL INJECTING MEANS DIRECTING A STREAM OF LIQUID FUEL TO ANGULARLY IMPINGE UPON SAID SECOND WALL PORTION WHEREBY SAID FUEL STREAM WILL DEFLECT ANGULARLY AROUND SAID SECOND WALL PORTION.