WO1999030026A1 - Collecteur comportant une soupape interne - Google Patents

Collecteur comportant une soupape interne Download PDF

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Publication number
WO1999030026A1
WO1999030026A1 PCT/US1998/001549 US9801549W WO9930026A1 WO 1999030026 A1 WO1999030026 A1 WO 1999030026A1 US 9801549 W US9801549 W US 9801549W WO 9930026 A1 WO9930026 A1 WO 9930026A1
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WO
WIPO (PCT)
Prior art keywords
demand
plenum
runners
runner
supply
Prior art date
Application number
PCT/US1998/001549
Other languages
English (en)
Inventor
C. Bruce Gambardella
Original Assignee
Gambardella C Bruce
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gambardella C Bruce filed Critical Gambardella C Bruce
Priority to PCT/US1998/001549 priority Critical patent/WO1999030026A1/fr
Publication of WO1999030026A1 publication Critical patent/WO1999030026A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/006—Camshaft or pushrod housings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10124—Ducts with special cross-sections, e.g. non-circular cross-section
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft

Definitions

  • This invention relates to fuel injection intake manifold systems.
  • this invention relates to a manifold system having reduced external dimensions in which sequentially firing cylinders are supplied with sufficient, uniform air flow for uniform and high power output.
  • the present invention relates to an improvement in the intake manifold structure for a V-Type internal combustion engine or other forms of internal combustion engines.
  • a typical V-Type internal combustion engine has two banks of cylinders, one on the left and one on the right.
  • an intake manifold for distributing air among the respective cylinders is interposed between the left and right cylinder banks.
  • Engine performance can be improved by using the inertia of the intake air entering the engine and minimizing resistance to flow of such intake air.
  • fuel injected V-8 engines characteristically fire cylinders sequentially. No matter which firing order is chosen, at least one, and possibly two pairs of adjacent cylinders will always fire sequentially. These sequentially firing cylinders demand air sequentially. A problem exists in providing air to these adjacent sequentially firing cylinders. These cylinders compete for the air supply and "starve" each other. This causes non-uniform flow to the cylinders resulting in non-uniform power output.
  • U.S. Patent No. 2,916,027 to Chayne et al describes an induction system for an internal combustion engine.
  • the system includes longitudinal arms disposed above and parallel to the cylinder blocks.
  • a plurality of substantially identical ram pipes interconnect the arms to the cylinders for supplying a charge thereto.
  • the ram pipes lead from the arm to the opposing bank of cylinders.
  • a filtering device is provided in the central plenum to aid in silencing the acoustic noise developed in a resonant tuned system.
  • There is no teaching or suggestion of balancing the flow between the various ram pipes other than by adjustment of the volume of the arms (49, 50 of Fig. 2, thereof) from which the ram pipes extend, and adjustment of the volume of the header duct (46 of Fig. 2, thereof).
  • U.S. Patent No. 2,947,294 to Bird et al. describes an intake manifold for an internal combustion engine in which the ram pipes are arranged in groups of cylinders (e.g., one group of cylinders 1,4,6 and 7 and another group of cylinders 2,3,5 and 8) , with the cylinders in a common group having the least amount of overlapping of the intake strokes.
  • groups of cylinders e.g., one group of cylinders 1,4,6 and 7 and another group of cylinders 2,3,5 and 8
  • the cylinders in a common group having the least amount of overlapping of the intake strokes.
  • U.S. Patent No. 4,577,596 to Senqa describes an intake manifold for a V-Type internal combustion engine with supply tubes in the shape of a horseshoe. Branch tubes are integrally formed with the supply runner to provide communication between the supply runner and the cylinder intake port. Fuel injection nozzle mounting holes are formed in the branch tubes at a point just above each cylinder intake port. This design does not address the issue of adjacent drawing cylinders overlapping on the charging cycle and the problems associated therewith.
  • U.S. Patent No. 4,741,295 to Hoso ⁇ a et al . describes an intake manifold system for a V-Type multiple cylinder engine that can be accommodated within a gap defined between the two cylinder banks of the engine in a highly compact manner. The system does not address the issue of adjacent drawing cylinders overlapping on the charging cycle and the problems associated therewith .
  • U.S. Patent No. 4,957,071 to Matsuo et al. describes an intake system for a V-Type internal combustion engine having two banks of cylinders.
  • the intake system is comprised of two subcollectors disposed above the respective two banks of cylinders and connected with the cylinders in the banks.
  • the main collector is disposed above, and between, the two banks of cylinders and is connected through a throttle with the two sub- collectors.
  • the system is a cross ram design with a central supply plenum with a single split balance tube connecting the two runner supply plenums.
  • the system does not address the issue of adjacent drawing cylinders overlapping on the charging cycle and the problems associated therewith. Further, the system overhangs both the front and rear of the engine and the valve covers, poorly uses engine compartment space and has poor serviceability.
  • U.S. Patent No. 4,962,735 to Andreas describes an intake system for multi-cylinder internal combustion engines.
  • the system has suction pipes that extend in a longitudinal direction and are connected to the intake channel leading toward the intake valve by means of passages of different lengths.
  • the system uses a dual supply plenum.
  • a control element is provided for selectively activating one of the two flow paths.
  • the design is essentially another approach to variable inlet tuning, such as in U.S. Patent No. 4,930,468 to Stockhousen. Due to the complexity of the system, a great deal of under hood space is utilized and serviceability is poor. This system does not address the issue of adjacent drawing cylinders overlapping on the charging cycle and the problems associated therewith.
  • U.S. Patent No. 5,000,129 to Fukada et al. describes an intake system for a V-Type engine having a plurality of cylinders disposed in each of left and right-hand cylinder banks with a central surge tank disposed above the space between the left and right cylinder banks.
  • Left and right surge tanks are respectively disposed above the left and right cylinder banks.
  • Communicating passages connect the central surge tank with the left and right surge tanks, and discrete intake passages connect the left and right surge tanks with the cylinder.
  • At least one of the communicating passages on each side of the central surge tank is disposed between the discrete intake passages on the side of the central surge tank.
  • This system provides an intake system in which the effective volume of the surge tank can be increased without substantially increasing the overall size of the engine.
  • U.S. Patent No. 5,005,536 to Suzuki et al describes two embodiments of compact high performance induction systems for V-Type engines that include pairs of plenum chambers that extend over the respective cylinder banks.
  • First pairs of runners extend from an inlet opening in each plenum chamber to an outlet opening that communicates with the cylinder of the opposite bank.
  • Second pairs of intake passages are provided which extend from inlet openings in the respective plenum chambers to outlet openings in the cylinders of the adjacent cylinder head.
  • the first intake passages have portions that extend through the other plenum chambers and the second intake passages communicate with the cylinders through these intermediate portions.
  • the intermediate portions are curved and in one embodiment the second intake passages are tangential to these curved portions and in the other embodiment they are radial to it.
  • Each cylinder of the engine is thus served by both long low speed runners and short high speed runners.
  • This system does not address the issue of adjacent drawing cylinders overlapping on the charging cycle and the problems associated therewith.
  • U.S. Patent No. 5,063,885 to Yoshioka describes an improved high efficiency compact induction system for a V-Type internal combustion engine.
  • the system includes a plenum chamber that extends through the center of the engine and a plurality of intake pipes that extend from the intake ports of the cylinders of one of the banks, across the center that enter the plenum chamber adjacent the intake ports of the other cylinders across the center and enter the plenum chamber on the side adjacent the intake ports of the one cylinder bank.
  • the points of entry of the intake pipes with the plenum chamber lie under the other intake pipes to provide adequate length for the intake pipes and maintain a short overall length for the induction system.
  • This system permits packaging long inlet runners by using the space in the center of the banks of cylinders. There would be significant problems in using this system in a push rod engine as the cam and push rods use considerable space in such area. This system does not address the issue of adjacent drawing cylinders overlapping on the charging cycle and the problems associated therewith.
  • the system is particularly adapted for a "v-8" to "V-16" Type internal combustion engine.
  • Such an engine has a first and a second bank of cylinders, each bank having a plurality of combustion cylinders, the banks being parallel to each other.
  • the manifold comprises: a] a first elongated secondary manifold disposed substantially parallel to and above the first bank of cylinders; b] a second elongated secondary manifold disposed substantially parallel to and above the second bank of cylinders; c] a first set of a plurality of substantially parallel, spaced apart, demand runners joined to the first secondary manifold along its length, each demand runner extending from the first secondary manifold to a cylinder in the second bank of cylinders and in fluid connection with the first secondary manifold and the cylinder; d] a second set of a plurality of substantially parallel, spaced apart, demand runners joined to the second secondary manifold along its length, each demand runner extending from the second secondary manifold to a cylinder in the first bank of cylinders and in fluid connection with the second secondary manifold and the cylinder; e] a first set of a plurality of substantially parallel, spaced apart, supply runners joined to the first secondary manifold along its length and in fluid connection there
  • the demand runners and the supply runners are connected to the first and second secondary manifolds such that each pair of adjacent spaced apart demand runners has a supply runner therebetween .
  • the demand runners and the supply runners are connected to the first and second secondary manifolds such that each pair of adjacent spaced apart supply runners has a demand runner therebetween.
  • a primary manifold is disposed between and parallel to the first and second secondary manifolds and in fluid connection with each set of supply runners.
  • the supply runners extend from the primary manifold and are substantially perpendicular thereto.
  • the primary manifold has an air inlet port at one end thereof, i.e., the front of the automobile, with a throttle thereon.
  • the manifold of this invention distributes air to the cylinders of a V-8 to V-16 engine in an efficient manner. The air is channeled down through the center of the engine through a central chamber, i.e., the primary manifold.
  • the plenum, manifolds, and runners are configured to form a low profile that provides easy access for servicing.
  • a plenum disposed between the supply runners and the demand runners can be segmented by valve means so as to dedicate individual supply runners to individual specific demand runners, or to allow the plenum to intermix air from the various supply runners to the various demand runners.
  • variation in the configuration of the plenum and the resulting configuration of the supply and demand runners can be set for actuation upon given conditions controlled by the operator of the automobile as, for example, the plenum could be adjusted to an unrestricted state as engine rpm rises above a given level. Additionally, as the rpm falls, the relatively open plenum could then be resegmented in accordance with the falling engine rpm.
  • Another object of the present invention is to provide a manifold for an internal combustion engine in which the plenum can be segmented to dedicate flow from specific supply runners to specific demand runners.
  • Still another object of the present invention is to provide a manifold for internal combustion engines which can vary the effective taper of the supply runner by means of coaction with a valving mechanism between supply runners and demand runners operating from a common plenum.
  • Yet another object of the present invention is to provide a manifold for internal combustion engines which can impose a segmented condition in a plenum between the supply runners and demand runners .
  • a further object of the present invention is to provide a manifold for a multi-cylinder internal combustion engine in which the plenum between the multiple supply runners and the multiple demand runners providing air to the cylinders can be altered temporarily in response to the desire of the operator of the engine and/or in response to preset operating parameters of the engine.
  • a further object of the present invention is to provide a manifold for a multi-cylinder internal combustion engine in which the configuration of the plenum can be altered intermittently or non-permanently or temporarily at the desire of the operator of the engine or in response to performance criteria of the engine and such changes in the configuration of the plenum occur by means of external actuating means.
  • Still a further object of the present invention is to provide a manifold for a multi-cylinder internal combustion engine in which the configuration of the plenum between the supply and demand runners can be altered ,to increase performance at the low end of engine operation.
  • Yet another object of the present invention is to provide a manifold for a multi-cylinder internal combustion engine in which the configuration of the plenum can be modified to increase performance of the engine at the high end of engine operation.
  • Yet another object of the present invention is to provide a manifold for a multi-cylinder internal combustion engine having a plenum disposed between the supply and demand runners which provides different configurations for the combination of runners at the high end and at the low end of engine operations.
  • Yet another object of the present invention is a manifold for a multi-cylinder internal combustion engine in which the plenum coacting between the supply runners and the demand runners can adjust its configuration to achieve maximum engine performance at the high end operation of the engine and at the low end operation of the engine.
  • An additional object of the present invention is to provide a simplified plenum valve slidable from an open position for communication between all supply and demand runners to improve engine performance at high end operation to a closed position which isolates adjoining pairs of supply and demand runners to increase the runner paths to each engine cylinder to improve engine performance at low end operation.
  • Another object of the present invention is to provide a simplified plenum valve and actuator which moves the valve between open and closed positions to provide a smooth transition of power with no interference and increased engine performance at both high and low end operations.
  • a further object of the present invention is to provide a simplified plenum valve and actuator movable between high and low end operating positions to provide a full range of improved performance for both in-line and V-type engines.
  • a still further object of the present invention is to provide a simplified control system which activates the plenum valve between the open and closed positions in response to the rpm range of the engine.
  • a slide valve disposed in the plenum outwardly of the supply and demand runners includes a plurality of arcuate sections joined by flat sections and vanes which overlap the spacing between pairs of adjoining supply and demand runners.
  • the slide valve is controlled by actuating means to move into a first maximum closed position to isolate the adjacent pairs of supply and demand runners and effectively segment the plenum into separate sections each comprising a supply and demand runner having equal area openings.
  • the activating means may be linked externally for automatic control responsive to the engine rpm. At low rpms the slide valve is positioned in the first closed position to provide a plurality of separate combined supply and demand runner paths which effectively increases the length of the demand runner of each separate runner path supplying air to each engine cylinder.
  • the added length improves the engine performance at low rpms.
  • the slide valve is moved outwardly into a second open position spaced from the supply and demand runners.
  • the slide valve includes a plurality of arcuate sections joined by relatively smaller oppositely curved arcuate sections which engage the spacing between pairs of adjoining supply and demand runners in a closed position.
  • This provides a larger inlet radius and improved air flow and permits simplified non-critical alignment of the slide valve and runners with improved low end performance.
  • a similar arrangement can be used with engine having dual inlet valves.
  • the manifold utilizes two demand runners and a slide valve having a blocked section which closes off one demand runner in the closed low rpm position. This maximizes air velocity and provides a longer supply and demand runner path for improved low rpm performance.
  • the manifolds or plenums are varied with a plurality of flapper valves positioned within the plenum.
  • the flapper valves are actuated between an open and closed position within the plenum by an external actuator rod. The positioning of the flapper valves controls air supply at low and high rpms.
  • the invention provides a method of adjusting the supply of intake air for the cylinders of an engine by sliding a valve in a plenum in communication with the inlet runners and with the demand runners to enable free communication of the demand runners with the plenum, or to restrict each demand runner to a specific supply runner.
  • FIG. 1 is a front-side perspective of an embodiment of the manifold of this invention
  • FIG. 2 is a rear-side perspective of the embodiment of the manifold depicted in Fig. 1;
  • Fig. 3 is a front view of the embodiment of the manifold depicted in Fig. 1 showing it mounted to an engine;
  • Fig. 4 is a top view of the embodiment of the manifold depicted in Fig. 1;
  • Fig. 5 is a sectional view of the manifold of this invention taken along 5-5 of Fig. 3;
  • Fig. 6 is a top view of another embodiment of the invention with a portion of the top cover removed having an expanded side plenum configuration showing a slide valve in a closed position;
  • Fig. 7 is a top view of the plenum of Fig. 6 with the slide valve in an open position;
  • Fig. 8 is a top side perspective view of the manifold shown in Fig. 7;
  • Fig. 9 is a bottom view of the manifold of Fig. 7;
  • Fig. 10 is a side view of a portion of the manifold showing the hydraulic cylinder;
  • Fig. 11 is a view of a further embodiment with a portion of the cover removed at one end showing the slide valve in a closed engaged portion;
  • Fig. 12 is a top view of the embodiment of Fig. 11 showing the slide valve in an open disengaged position;
  • Fig. 13 is a side view of the plenum cover of Fig. 11;
  • Fig. 14 is a side view of an alternate plenum cover
  • Fig. 15 is a top view of a portion of a slide valve in a closed position for use with engines having dual inlet valves;
  • Fig. 16 is a top perspective view of the valve of Fig. 15;
  • Fig. 17 is a rear-side perspective of another embodiment of the manifold depicted in Fig. 1;
  • Fig. 18 is a front view of the embodiment of the manifold depicted in Fig. 17 showing it mounted to an engine;
  • Fig. 19 is a sectional view of the manifold of this invention taken along 19-19 of Fig. 18. DETAILED DESCRIPTION OF THE INVENTION
  • the manifold 10 of this invention is used with a multicylinder combustion engine 40.
  • the inlet manifold system of this invention 10 may be used on any type engine, but is particularly adapted for a "V-8" to "V-16" Type internal combustion engine 40.
  • Such an engine 40 has a first bank 18 and a second bank 20 of a plurality of combustion cylinders 26.
  • the banks 18, 20 are substantially parallel to each other.
  • the engine 40 includes a cylinder block 24 having a pair of angularly disposed banks 18, 20 of cylinders 26 with an upwardly opening space 28 therebetween.
  • Separate cylinder heads 30 are secured to each cylinder bank 18,20 to close the upper ends of the cylinders 26. These heads 30 include cavities therein positioned to register with the ends of the cylinders to form combustion chambers 32.
  • Intake valves 34 control the admission of the gasoline charge into the combustion chambers 32.
  • a fuel injection system of the type that is well known in the art is used.
  • Such a system is responsive to the amount of air flowing into the engine and is adapted to inject metered fuel into the air by means of fuel injection nozzles 36 (a-h) located at the ends of the demand runners 22 and aimed at intake valves 34.
  • the manifold system of this invention is particularly adapted to a fuel injection system vis-a-vis a carbureted system.
  • a first elongated secondary manifold 14 is disposed above and substantially parallel to the first bank 18 of cylinders.
  • a second elongated secondary manifold 16 is disposed above and substantially parallel to and above the second bank 20 of cylinders.
  • the secondary manifolds 14, 16 are preferably hollow plenum chambers that permit the unobstructed flow of air and are of equal size and volume.
  • a first set of a plurality of substantially parallel, spaced apart, demand runners 22 are joined to the first secondary manifold 14 along its length.
  • a second set of a plurality of substantially parallel, spaced apart, demand runners 22 are joined to the second secondary manifold 16 along its length.
  • Each demand runner 22 (a-h) extends from its respective secondary manifold 14,16 to a cylinder in the bank 18,20 opposite the secondary manifold 14,16 from which it extends.
  • the demand runners 22 have unobstructed passages and are in fluid connection with its respective secondary manifold 14,16 and cylinder 26. Eight demand runners 22 are shown. However, any number can be provided depending on the type engine.
  • ram pipes 22 (a-h) be substantially identical to insure uniformity in charging the cylinders 26. It has been found that by shaping the demand runners 22 to provide a taper as shown in Figs. 1-4, the column of air moving through each demand runner 22 acquires considerable momentum causing the air to ram into the cylinders 26. In addition, it has been found that the length of the demand runners 22 may be tuned to the timing of the intake valves 34 during at least one engine operating condition. When this phenomenon occurs there will be a further increase in the ram effect that will materially add to the charging of the cylinders 26. The volume of the secondary manifolds 14,16 should be large enough so that air resistance is reduced. The secondary manifolds 14,16 should also be sized to prevent favoring the flow of air into one demand runner to the detriment of another runner. This however is not as critical as in prior art designs due to the nature of this invention.
  • a first set of a plurality of substantially parallel, spaced apart, supply runners or tubes 12 are provided. These runners 12 (a-d) are joined to the first secondary manifold 14 along its length. These runners 12 (a-d) are in unobstructed fluid connection with the first secondary manifold 14.
  • a second set of a plurality of substantially parallel, spaced apart, supply runners or tubes 12 (e-h) are provided. These runners 12 (e-h) are joined to the second secondary manifold 16 along its length. These runners 12 (e-h) are in unobstructed fluid connection with the second secondary manifold 16.
  • the supply runners 12 (a-h) are substantially perpendicular to the secondary manifolds 14,16.
  • the demand runners 22 (a-h) and the supply runners 12 (a-h) are connected to the first and second secondary manifolds 14,16 such that each pair of adjacent spaced apart supply runners 12 (a-h) has a demand runner 22 (a-h) therebetween.
  • the demand runners 22 (a-h) and the supply runners 12 (a-h) are connected to the first secondary manifold 14 and the second secondary manifold 16 such that each pair of adjacent spaced apart demand runners 22 (a-h) has a supply runner 12 therebetween except for end runners 12a and 12e.
  • supply runner 12b is between demand runners 22a and 22b
  • supply runner 12c is between demand rruunnnneerrss 2 222bb aanndd 2 222cC
  • supply runner 12d is between demand runners 22c and 22d
  • supply runner 12f is between demand runners 22e and 22f
  • supply runner 12g is between demand runners 22 f and 22g.
  • Supply runners 12a and 12e are the end supply runners, 12e being at the rear end of the engine 40 and 12a at the front end of the engine 40.
  • an engine 40 of the type shown herein there may be two basic firing orders: (1) a six-five firing, where cylinder six (which is charged through demand runner 22b) and cylinder five, (which is supplied by demand runner 22a) are firing sequentially; and (2) three-four firing, where cylinder three (which is charged through demand runner 22g) and cylinder four, (which is supplied by demand runner 22h) are firing sequentially.
  • This invention provides a supply runner 12b and 12h, respectively, between these two sets of demand runners, i.e., 22a, 22b and 22g and 22h. Because there is an additional supply of air provided through, for example 12b and 12h, each cylinder, though they are firing sequentially, receives an adequate supply of air.
  • a primary manifold 38 is provided which is disposed between and parallel to the first and second secondary manifolds 14,16.
  • the primary manifold 38 is in unobstructed fluid connection with each set of supply runners 12 (a-h) which in turn are in unobstructed fluid connection with the first and second secondary manifolds 14,16.
  • the primary manifold 38 is provided with a centrally located main inlet 42 to which a throttle (not shown) is added.
  • a throttle not shown
  • the main inlet may be on one side or the other side of the manifold 10, i.e., a secondary manifold is provided with such main inlet.
  • Such a configuration eliminates the need for the primary manifold 38.
  • the supply runners 12 are extended from one secondary manifold to an appropriate location (i.e., between the demand runners) on the opposed secondary manifold to provide an unobstructed fluid connection therebetween.
  • This embodiment is not shown in the Figures.
  • the manifold system of this invention permits the location of the main inlet to be at any desirable location, e.g., sides, front or back.
  • the space 28 between the banks of cylinders 18,20 acts as an atmospheric inlet that allows cool air to enter and circulate through the various parts of the manifold 10. This air will thus form an insulating envelope that will be effective to eliminate the transfer of heat from the engine to the manifold substantially. As a result, this prevents heating of the gasoline charge and further improves the volumetric efficiency of the system.
  • a primary advantage this invention is that the configuration enables the manifold 10 to provide a performance enhancement normally associated with a large, bulky manifold, such as the manifold shown in U.S. Patent 5,000,129 to Fukada et al. , while still being able to be housed within the engine compartment of a modern automobile.
  • the trend in modern automobiles is to provide a low hood profile, thereby reducing wind resistance and improving performance.
  • the configuration of the manifold 10 of this invention allows for easy access to the critical parts of the engine without having to remove the manifold.
  • the manifold 10 accomplishes this by means of a unique structure.
  • the first and second secondary manifolds 14,16 are not positioned in a vertical plane above the banks 18,20 of cylinders but are positioned at a location further from the center line of the engine 40.
  • the primary manifold 38 is substantially at the same level as the secondary manifolds 14,16.
  • the primary manifold 38 to be connected to the secondary manifolds 14,16 by means of horizontal supply runners 12 which are spaced sufficiently far apart to allow access directly down through the spaces between the supply runners 12 and demand runners 22 to provide easy access to the injector nozzles 36 and the spark plugs for each cylinder bank.
  • the location of the fuel injection nozzles 36 at the ends of the demand runners 22 insures, due to the configuration of the manifold 10, easy access to the nozzles 36 from the top or side of the manifold 10. This is due to the fact that the nozzles 36 are in a location between a demand runner 22 and a supply runner 12.
  • nozzle 36a is at the end of demand runner 22h and between supply runner 12a and demand runner 22a
  • nozzle 36b is at the end of demand runner 22g and between supply runner 12b and demand runner 22b
  • nozzle 36c is at the end of demand runner 22f and between supply runner 12c and demand runner 22c, etc.
  • the horizontal disposition of the supply runners 12 permits the top of the manifold to present a clean, horizontal plane.
  • substantially all of the prior art references require the central manifold to be elevated above the secondary manifolds, thus raising the hood line and adding complexity to the manufacturing process by which the manifolds are made.
  • the manifold 10 of this invention can be made relatively cheaply and is relatively durable because of this simple construction. There are no moving parts, there are no hoses, there are no tubes.
  • the manifold 10 is in effect a rigid body which is placed directly on top of the engine 40. Accordingly, because of the simplicity, the manifold 10 is suitable for retrofitting onto existing engines without fear of exceeding the space envelope requirements normally associated with the engine. This is a surprising and unexpected benefit of this invention which is the direct result of placing the secondary manifolds 14,16 beyond the vertical projection of the cylinder banks 18,20 to obtain an adequately long run for the demand runners 22 from secondary manifolds 14,16 to the cylinders.
  • the manifold system 10 of this invention allows air to be supplied to the demand runners 22 in such a fashion that adjacent sequential demanding cylinders, e.g. , in a V8 engine cylinders three and four or five and six, are isolated from each others air flow demand by balance tubes, i.e., supply runners 12 between the demand runners 22 to the cylinders.
  • the plenums or secondary manifolds 14,16 on either side of the engine 40 also isolate sequential demanding cylinders.
  • the manifold system 10 of this invention has numerous advantages, in particular: (A) Allows for large, straight demand runners 22 that enhance air flow.
  • the system permits wide latitude in terms of variation of inlet and demand runner lengths, demand runner area and taper which increases the ability of the engine designer to increase volumetric efficiency and horsepower output.
  • the system allows normally unused space in the vicinity of the valve covers to be used to extend the length of the supply runners to improve engine torque characteristics.
  • the system allows for isolation of the engine coolant from the manifold to improve charge density.
  • K The system allows a single throttle body to be used to supply both plenum secondary manifolds 14,16 on either side of the engine while maintaining uniform air supply to each plenum, thereby increasing engine output and lowering emissions. For example, an engine that is limited to low 400 horsepower can be increased to 600-700 horsepower.
  • the system can be manufactured relatively inexpensively, such as for example, by the lost metal plastic molding process or by casting and fabrication.
  • FIG. 6 Another embodiment of the invention is shown in Figs. 6, 7 , 8 and 9.
  • expanded left and right side manifolds or plenums 114 and 116 with outer covers 118, 120 are added to accommodate slide valves 122 and 124 shown in an open position in Fig. 7. In this position, there is clear communication between all portions of the plenums so that the flow pattern as shown in Fig. 5 would exist.
  • the supply runners share the demand runners in a parallel relationship to ensure a uniform and adequate supply of air to the demand runners and provide improved performance at high rpm engine operations. This avoids the problem of starvation of individual cylinders at high rpms. In the closed position, however, as shown in Fig.
  • the arcuate sections 125 of slide valves 122 and 124 are positioned over the ends of respective pairs of adjoining supply and demand runners, with straight portions 126 between the pairs to isolate each pair from the other pairs of supply and demand runners.
  • the valve nests against the radius of the runner and provides a failing directing a smooth air flow for the rounded path between runners.
  • the straight portion abuts the surface area between runners and extending vanes 127 from arcuate sections 125 also shroud a portion of the demand runner area flow path to maintain the same initial cross section as the supply runner and provide a smooth air flow during the transition.
  • the slide valve thus effectively segments the plenums into four distinct sections to separate each pair of supply and demand runners.
  • This dedication of supply to demand runners creates a single long runner of the overall length of the two runners in series which feed each cylinder of the engine.
  • the added length improves engine performance at low speed rpm operation.
  • the long air column and high velocity in the runner resists the occurrence of reversions of air in the cylinder to reduce sensitivity to cylinder valve timing and closing.
  • the increased length also results in a change in the effective taper of the demand runner by combining it with the supply runner to further enhance low rpm engine performance. Since the taper occurs beyond the bend between runners, the air around the bend flows at low velocity with minimum energy loss before being accelerated toward the cylinder. Also when changing from low speed to high speed there is no interference of the runners.
  • the movement of the slide valves from open to closed positions is directed along guide bolts 132 to seat the valves in the desired positions.
  • the slide valve may be actuated in any suitable standard manner.
  • a hydraulic cylinder 128 driven by engine oil pressure may be actuated by a solenoid valve responsive to the rpm range of the engine.
  • the hydraulic cylinder is connected by links 130 to slide valves 122, 124 to open the valves at high rpm and close the valves at low rpm. This may be done automatically or manually using standard sensing devices to monitor engine rpm.
  • Two pairs of cylinders 128 are mounted respectively below each side plenum 114, 116 with linkages 130 connecting the cylinders 128 to the slide valves 122,124.
  • a multi-position solenoid valve synchronizes the operation of the two hydraulic cylinders and slide valves to open and close the valves at the desired engine rpm.
  • the slide valve 134 may be formed of a thin plate of arcuate sections joined by a smaller oppositely curved sections 136.
  • Small individual hydraulic cylinders 138 are mounted on the valve cover and linked to a common hydraulic fluid source from the engine to be actuated at predetermined engine rpm's.
  • the cylinder rods which extend into the grooves formed by curved sections 136 move the valve cover into engagement with the supply and demand runners to provide four separate paths for air flow as in the case of Fig. 6.
  • a central spring cylinder 142 secured to the slide valve is extended in this position and assists in retracting the slide valve when the hydraulic cylinder is released in the open or disengaged position, shown in Fig. 12.
  • This embodiment provides a larger inlet radius an improved air flow and permits simplified non-critical alignment of the slide valve and runners with improved performance at low rpm's.
  • the flat portions and extending vanes of the embodiment of Figs. 6 and 7 are removed.
  • Fig. 13 is a side view of the slide valve cover showing recesses 144 for the central spring and 146,148 for the hydraulic cylinders.
  • a fixed plenum cover may be employed in cases in which a variable position valve cover is not required for particular fixed power and rpm situations.
  • the cover preferably has an appropriate curvature to provide improved air flow between supply and demand runners. This broadens and smooths performance over particular ranges of operation.
  • Fig. 15 shows the use of a variable slide valve 152 for engines having dual inlet valves. This requires the use of two demand runners 154, 156 and one supply runner 158. In order to maximize air velocity and lengthen the runners in use for best low rpm performance, one demand runner 156 blocked by a suitable blocking element 160 in the closed or engaged position of slide valve 152, the element 160 is moved out of the path as indicated in Fig. 16.
  • the use of the slide valve provides many advantageous methods of controlling and adjusting the performance of an engine.
  • the use of the slide valve will enable increase in torque at relatively low engine speeds by having the valve in the "in" position directly connecting the supply runners to the demand runners.
  • the slide valve is opened up to, in effect, open the demand runners to the entire plenum to enhance high end power output.
  • the slide valve can be used as a governor for an engine if at high rpms the slide valve were to be placed back into the closed position directly connecting the supply runner to the demand runners.
  • the configuration would effectively choke the inlet valve thereby reducing the air flow to the engine to reduce the power output and also the speed of the engine.
  • positioning of the slide valve allows V-type engines to function in two separate modes. When V-type engines are operating with short demand runners, each bank of cylinders tends to operate as a separate engine so that in effect, at very high rpms with short demand runners, a V-type engine will operate as two separate four cylinder banks operating in parallel.
  • the V-type engine in effect runs from the single central plenum; with auxiliary plenums no longer having a plenum effect, but only an effect for connecting the demand runner with the supply runner.
  • the figures illustrate use of the plenum slide valve with two banks of four cylinders in a V-type engine, it may also be used with a single bank of cylinders in an in-line engine.
  • the particular engine design may be modified to meet specific requirements.
  • a manifold for use particularly at a range of low engine rpm may have a fixed slide valve in the closed position, while a manifold for use only at high engine rpm can eliminate the slide valve.
  • the length and tapers of the runners may also be designed for optimum operation at desired rpms.
  • FIG. 17,18 and 19 Another embodiment of the invention is shown in Figs. 17,18 and 19.
  • the manifolds or plenums 114 and 116 are varied.
  • a series of flapper valves 150a, 150b, and 150c are positioned within the plenum. These flapper valves are pivotably mounted by means of pins 154a extending from the bottom of the flapper valve through the bottom of the plenum and the end of belt cranks 152a, 152b and 152c, respectively, extending through the top of the manifold.
  • the arms of bell crank 152A are actuated by means of an actuator rod 156 for manifold 116 and rod 166 for manifold 114.
  • Reciprocal movement of the actuating rod 156 will cause rotation of the arm of the bell cranks 152a, 152b and 152c in coordination to pivot the flapper valves to the lower most or closed position as shown in Fig. 19.
  • the end of the flapper valve 150A would be rotated to allow a passage at least as far as the line indicated at 158 in Fig. 18, but might go substantially further depending upon the amount of rotation that would be used.
  • the retracted position 158 there is clear communication between all portions of the plenum so that the flow pattern, as shown in Fig. 5, would exist with the supply runners sharing demand runners to ensure a uniform and adequate supply of air to the demand runners at a high engine operation.
  • the closed or advanced position as shown in Fig.
  • the flapper valves effectively segment the plenum into four distinct sections, isolating each pair of supply and demand runners.
  • Supply runner 12a would feed demand runner 22a and supply runner 12b with feed demand runner 22b only, etc.
  • the result of this dedication of supply runner to demand runner is to effectively create a single long runner consisting of the length of the supply runner and the demand runner or some length in relation to the overall length of these two runners.
  • the added length has a salutary effect on engine performance at low speed operation of the engine.
  • the added length also results in a change in the effective taper of the demand runner by combining it with the supply runner. This also tends to have a salutary effect on the engine performance at low rpm.
  • valve arrangements are actuated in the embodiment shown by means of a valve rod 156 connected to the belt cranks 152, and a valve rod 166 connected to the belt cranks 162.
  • the rod can be actuated by any means well known in the art (not shown) .
  • the valve rod itself can be connected to an actuating member than can be controlled pneumatically, either by vacuum or by positive air pressure; electrically, such as by a stepper motor or solenoid; or hydraulically, by the oil pressure from the engine. Therefore, when employing this valving runner adjusting arrangement, the engine can be either preset to automatically operate or actuate the adjusting process to vary the configuration of the plenum, or it can be done manually if desired by a different set up.
  • the flapper valve would be in place effectively dedicating the supply from a given supply runner to a given demand runner to increase the low end performance of the engine.
  • the flapper valve would be raised allowing for a sharing of the supply runners to the demand runners to increase the high end performance of the engine.
  • the present invention can be retrofit to an existing manifold by merely changing the covers of the plenums which form the actual plenums. Additionally, all of the actuating mechanisms are external to the manifold for each installation, retrofitting and servicing as necessary.
  • the actuating mechanisms are relatively easy to accomplish and can be any standard or readily available actuating mechanism as mentioned previously.
  • the actuator merely connects to the end of the valve rod with a pivoted or swivel connection so that it can rotate through a given arc to advance the position of the valve rod and therefore raise and lower the flapper valve to produce the dedication of the specific supply runners to demand runners.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

L'invention concerne un système de collecteur d'admission particulièrement adapté à un moteur à plusieurs cylindres en ligne, qui comporte une première et une deuxième rangées de cylindres (18, 20), chaque rangée (18, 20) possédant plusieurs chambres (32) de combustion. Le collecteur comporte un premier et un deuxième collecteurs (14, 16) secondaires allongés, placés de façon sensiblement parallèle à, et au-dessus de la première et la deuxième rangées de cylindres (18, 20); un premier et un deuxième ensembles de plusieurs tuyaux (22) de demande espacés, sensiblement parallèles, joints aux premier et deuxième collecteurs (14, 16) secondaires sur leur longueur, chaque tuyau (22) de demande s'étendant à partir du collecteur (14, 16) secondaire vers un cylindre de l'une des deux rangées de cylindres (18, 20), et étant en connexion de fluide avec ceux-ci; un premier et un deuxième ensembles de plusieurs tuyaux (12) d'alimentation espacés, sensiblement parallèles, joints aux premier et deuxième collecteurs (14, 16) secondaires sur leur longueur et en connexion de fluide avec celles-ci. Chaque paire de tuyaux (22) de demande espacés adjacents comporte entre ceux-ci un tuyau (12) d'alimentation.
PCT/US1998/001549 1998-01-26 1998-01-26 Collecteur comportant une soupape interne WO1999030026A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US1998/001549 WO1999030026A1 (fr) 1998-01-26 1998-01-26 Collecteur comportant une soupape interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1998/001549 WO1999030026A1 (fr) 1998-01-26 1998-01-26 Collecteur comportant une soupape interne

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WO1999030026A1 true WO1999030026A1 (fr) 1999-06-17

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1283353B1 (fr) * 2001-08-10 2008-05-28 Ford Global Technologies, Inc. Collecteur d'admission d'air

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2916027A (en) * 1956-12-28 1959-12-08 Gen Motors Corp Charge forming means
US4957071A (en) * 1988-07-26 1990-09-18 Nissan Motor Co., Ltd. Intake system for V-type internal combustion engine
US5000129A (en) * 1989-06-30 1991-03-19 Mazda Motor Corporation Intake system for internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2916027A (en) * 1956-12-28 1959-12-08 Gen Motors Corp Charge forming means
US4957071A (en) * 1988-07-26 1990-09-18 Nissan Motor Co., Ltd. Intake system for V-type internal combustion engine
US5000129A (en) * 1989-06-30 1991-03-19 Mazda Motor Corporation Intake system for internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1283353B1 (fr) * 2001-08-10 2008-05-28 Ford Global Technologies, Inc. Collecteur d'admission d'air

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