US1256738A - Manifold for internal-combustion engines. - Google Patents

Description

J. E. SMITH.

MANIFOLD FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY2.1911.

Patented Feb. 19, 191g..r

.TOEN E. SMITH, OF NEW YORK, N. Y., ASSIGNOR TO KEROSENE MOTOR APPLIANCE CO., OF NEW YORK, N. Y., A CORPORATION F DELAWARE.

MANIFOLD FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patente Feb. 19, 191%.

Application tiled May 2, 1917. Serial No. 165,935.

To all whom t ma concern.'

Be it known t at I, JOHN E. SMITH, a citizen of the United States, and residing in the city of New York, county of New York, and State of New York, have invented certain new and useful Improvements in Manifolds for Internal Combustion Engines; and I do declare the following to be a full,

I clear, and exact description of the invention,

such as will enable others skilled in the art to which it appertains to make and vuse the same.

My present. invention pertains to an improved manifold for internal-combustion engines, the construction and advantages of which will be hereinafter set forth.

The invention has for its main object the provision of a combined intake and exhaust manifold, preferably formed as an integral structure, wherein the passages are so formed and positioned that the gas or vapor conduit is entirely surrounded by the exhaust gas passages' that is to say, said conduit from the carbureter up to the ports which discharge into the valve-chambers or cylinders, as the case may be, is bathed in or subjected to the action of the entire volume Vof the exhaust gases.

. by insure the transfer of heat to the fuel from the moment it passes from the carbureter until it is discharged from the :nanifold. Such arrangement also has the advantage of insuring a high temperature around the initial or intake end of the fuel conduit where, of course, the fuel has its lowest temperature. This arrangement also insures the heating of the carbureter by-convduction of the heat" from the walls of the structure which lie close to and in fact are connected with the carbureter proper.

-. Another object of the invention resides in giving to the fuel conduit such form that the entire fuel content will yloe thoroughlyvaporized, and V--the arrangement of the structure is such that whlle 1t may be employed with gasolene as a fuel, it is especially ada ted for use in connection with relatively eavier fuels, such askerosene.

' other direction.

Aon the line n n of Fig. 1; and

Fig. 3 a horizontal sectional view, taken on the line III- III of Fig.. 1.

The manifold is more especially designed for use in connection with four-cylinder engines, and for the purpose of illustration is shown in connection with the well-known Ford car, and the embodiment illustrated is adapted for the same; that is to say, it is provided with two gas intakes or ports 1 and 2, and four exhaust ports 3, 4, 5 and 6, opening through the upper portion of the rear wall 7 of the structure.

rIhe manifold at its lower end is provided with a laterally-extending neck 8, to which a carbureter, denoted by 9, is attached, said carbureter discharging directly into the lower horizontally-disposed end 10 of the fuel conduit. Said conduit then turns upwardly forming a channel 11, which at its upper end branches into two ways 12 and 13 which terminate, respectively, in the inlet ports 1 and 2. .As will be noted, the vapor conduit (and more particularly the sections l1, 12 and 13) 'is flattened; or in other Words, the passage therethrough is wide but relatively shallow when measured in the This attened formation has the advantage of insuring the heating of the fuel through and through, causing the same to be thoroughly vaporized without cracking it, and thereby preventing nonvolatilized particles from entering the cylinders and causing a deposition of carbon therein. y 1

The construction shown also provides a vapor conduit of minimum dimensions, and

Again, it is found that the temperature of the mixture entering the cylinders is quite high, and as a consequence a small volume of fuel is alone necessary, and the engine can be readily throttled down without fear of stalling.

As will be seen upon reference to Figs. 2 and 3, the substantially vertical section 11 of the vapor conduit curves inwardly at its upper end, or in other words, the portions 10 and 11 are set well forward of the rear wall 7.

The manifold, as above noted, is prefer ably formed as an integral casting, and the rear wall 7 at its upper portion merges into a top wall 14, which, as will be seen upon reference to Figs. 1 and 2, is spaced away from the walls ofthe gas ports 1 and 2. Said top wall merges into the front wall 15, which extends outwardly and downwardly, following the curvature or outline of the vapor conduit, as best shown in Fig. 2, and said wall 15 in turn merges into a bottom wall 16. The lower portion of wall 16, terminates in the neck 8, and said wall at the right (as seen in Fig. 1) follows the contour of and is in spaced relation with the adjacent wall of the gas or fuel conduit. The various walls at the extreme left merge into an exhaust nozzle 17, Fig. l.

Extending from the rear wall 7 to the front wall 15 and starting from the top wall 14 to the left of exhaust port 3, is a cross partition or wall 18, said wall passing beneath said port 3, thence over toward branch 12 of the vapor conduit, following said conduit downwardly, and in spaced relation thereto, and finally merging with the wall 16 above the neck 8. Said partition 18, as it passes beneath the lower wall of the conduit section 12, is curved forwardly from the rear wall 7 and merges into a second partition or apron 19, which latter springs from the rear wall 7 at a point in substantial alinement with the lower portion of the vapor conduit members 12 and 13, as indicated by 20, Figs. 1 and 2. Said apron 19 extends downwardly in rear of the vertical member 11 of the vapor conduit, and in spaced relation thereto, terminating at a point substantially in line with the upper portion of the inlet 10. The mergence of the wall 18 and the apron 19 is best shown in Figs. 2 and 3. Said wall 18, the apron 19, and the lower wall 16 to the right (Fig. 1) cause all of the exhaust gases to flow downwardly and in intimate relation with the entire exterior of the vapor conduit, the whole volume of exhaust gases being discharged into the space at the lower portion of the structure. through which the initial portion 10 extends. Said wall 18, the apron 19 and the external walls 7, 15 and 16. at the left, form an exhaust channel or passage narkd Ex., which terminates in the nozz e l Bolt holes 21 are formed in the casting for attachment of the manifold to the car. i

A plug, denoted by 22, will be screwed into a core and vent opening produced in the casting.

lVith the primer, any carbureter of the surface type may be employed. In the drawings I have disclosed a Kingston carbureter, slightly modified to admit of the introduction of a starting charge of gasolene. In this, the usual weight 23, employed to ccact with the flap valve 24, is provided with an opening or channel 25 bored therethrough, and a supply pipe 26 for-gasolene is tapped into the plug 27 employed to close the opening through which the weight is introduced. Gasolene or the like will be supplied to pipe 26 from an auxiliary tank and a valve is employed to control the introduction'of such starting charge, which pools in the carbureter and will be immediately taken up the moment suction is set up by the turning over of the engine.

From the foregoing it is thought that the construction and operation of the structure will be understood. The engine, after being primed and started, will expel the exhaust gases through the ports 3, 4:, 5 and 6, said gases coming into direct and intimate contact with the entire exterior surface of the gas conduit or manifold. They pass downwardly to the lower extremity of the wall 19 and also downwardly against the forward face of the section 11, passing around and about the intake section 10 and thoroughly heating the same. Thus it will be noted that all of the exhaust gases are brought downwardly to the lower portion of the manifold and adjacent to the carbureter, and the heat thereof utilized to the greatest possible extent. After impinging against section 10, the gases pass rearwardly, see Figs. l2 and 3, into the exhaust passage leading to the exhaust nozzle 17.

It will also be noted that by spacing the 110 upper wall l away from the walls of the ports 1 and 2 said walls are entirely surrounded by the exhaust gases, and chilling is impossible.

While the gas conduit is preferably wholly 115 disconnected except at its inlet and outlet from the surrounding casing, it is, of course, fully Within my invention to connect this conduit at one or more locations to the casing, in order to give more stability to the 120 structure. For instance, the upper wall of the conduit might be extended and merged into the wall of the casing, as indicated at a at Fig. 2, and holes b located within this extension for the free passage of the ex-'125 haust products. Or, small webs c might be cast between the walls of the conduit and casing. f

N o claim is made herein to the priming .device above described, as the same forms 130 lio the subject-matter of my co-pending ap(-l fold, comprising an exterior shell or casing having ports for the introduction of exhaust gases thereinto and with a port for the discharge of such gases therefrom; and a fuel conduit located within said casing and mainly disconnected therefrom except at its intake and discharge ports, said conduit being iiattened and presenting a cross area substantially uniform throughout, whereby said conduit will be entirely surrounded by the exhaust gases as such gases pass through the casing.

2. A combined inlet and exhaust`manifold for internal-combustion engines, comprising an external shell or casing having a plurality of ports opening into the casing for the introduction of exhaust gases thereinto, and with a single port for the discharge of such gases; a fuel conduit located wholly within said casing, said conduit having an intake opening through the lower portion of the casing and with a lurality of ports opening outwardly throug the upper portion of the casing; and a partition located within the casing and producing chan,

nels therein for directing the exhaust gases from all of the intake exhaust gas ports to pass downwardly and around the fuel conduit and to and in contact with the intake portion of said conduit, and likewise forming an exhaust channel for such exhaust gases extending from such intake portionv to the single discharge port aforesaid.

3. A combined intake and exhaust manifold, comprising a shell or casing having a depending neck; a fuel conduit having a flattened cross-section, and having substantially the same cross-area throughout, and

,located wholly within the casing and in spaced relation thereto and having its intake portion located within said neck and in spaced relation to the walls thereof, said conduit extending upwardly within the casing and terminating in ports opening lthrough the wall of the upper portion of the casing; an exhaust channel for spent exhaust gases leadingfrom the neck portion to the atmosphere; and means for directing the entire volume of exhaust gases which pass from the engine into the manifold around and about the fuel conduit and down into the neck portion, where'they pass into the exhaust channel n 4. A combined intake\and exhaust manifold, comprising a hollow casinghaving a laterally-elongated body portion and a depending neck, the front wall of the neckand the adjacent body portion being curved outwardly from the rear wall forming an enlarged chamber in the lower portion of the manifold; a fuel conduit extending into and through the neck, said conduit curving inwardly toward its upper portion, and branching toward and communicating with ports formed in the rear wall; and a partition extending from the upper wall of the casing downwardly about the fuel conduit and terminating in the enlarged chamber aforesaid adjacent the inlet portion of the fuel conduit.

5. A combined intake and exhaust manifold for engines, comprising a shell or casing provided with ports for the introduction of exhaust gases and a port for the dislcharge of such gases; a gas conduit located wholly within said casing and having an inlet and outlet ports, said conduits being iattened and presenting substantially the same cross-sectlonal area throughout, and means for causing the exhaust gases to pass around and about said conduit.

6. A combined exhaust and intake manifold, comprising a hollow casing, said casing having ports formed in the rear wall thereof for the discharge of carbureted fuel; a fuel conduit mounted in said casing in spaced relation to the walls thereof and dischargin through the ports aforesaid; and a partition located in said casing, forming passages Vtherethrough and serving to cause the entirevolume of the exhaust gases to impinge upon the fuel conduit throughout its entire length before said gases pass into an exhaust passage likewise formed by sald partition.

In testimony whereof I ailix my signature in presence of two witnesses.

JOHN E. STH.

Witnesses:

H. A. SMITH, T. J. FLYNN.

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