US1691114A - Manifold for internal-combustion engines - Google Patents

Description

Nov. 13, 1928.

W. G. HEGINBOTTOM ET AL MANIFOLD FOR INTERNAL COMBUSTION ENGINES Filed April 25. 1919 3 Sheets-Sheet 1 Nov. 13, 1928. 1,691,114

w. G. HEGINBOTTOM ET AL MANIFOLD FOR INTERNAL COMBUSTION ENGINES Filed April 25. 1919 5 Sheets-Sheet 2 awuemtozvs M6 uy ymazzam. Gag J1? Z 1'040635 Filed April 23; 1919' W G HEGINBOTTQM ETAL MANIFOLD FOR INTERNAL COMBUSTION ENGINES Nov. 13, 1928.

Patented Nov. 13, 1 928.

UNITED- STATES PATENT. OFFICE.

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Application med s in as, ,1819. Serial- 1%... 292,084.

' invention relates to certain new and useful improvements in manifold for internal combustion engines, the object being to provide a manifold with means for heating the heavy or unvaporized particles of' the 7 mixture so as to prevent overheating of the charge thereby maintainingthe efliciency of the mixture. 7

Another object'of our invention is to provide a manifold with a hot chamber horizontally offset from the main travel of the mixture on its Way to the engine into which the unvaporizedparticles 0 the mixture are thrown by centrifugal force, their own inertia and gravity, thus tending to se gate said heavier unvaporized portions of t efuel of the mixture and at the same time allowing the lighter, vaporized portions ofthe fuel of the mixture to go directly up the manifold without being acted upon to so great a degree by the heat as are those particles within the hot chamber thus preserving the volumetric efiiciency of the mixtureand at the same time volatilizing the heavier unvaporized portions of the fuel. 7

Another and further object of the inven-' tion is to provide a manifold with a hot chamber or pocket so positioned that while the heavier particles are being volatilized within the same the gases produced thereby act as a cushion against the remaining portion of the mixture causing the vaporized or llghter portions to travel directly to the engine as they follow the course of least resistance whereas the heavier particles of the fuel which are still wet or unvaporized, dro ped by their own weight inertia and centri gal force, are caught in the heated pocket whereby the more nearly desired result is obtained as only the heavier particles of the mixture for the most part are acted upon by the heat and the ortion which has been previously vaporize tends to travel in its usua course.

Another and further object of the invention is to provide a manifold whichtends to act mostly on the heavier wet unvaporized portions of the fuel of the mixture thus overcoming to great degree the loss of volumetric efiicienc experienced by the use of completely eat jacketedor hot-spot manifolds.

Another and further object of the invention is to provide means for controlling the application of the heating fluid to the pocket which is so constructed that the same can be operated manually or is controlled byv the position of the throttle automatically.

v A and further objects and advantages of-the invention will be hereinafter set forth and the novel features thereof defined by the appended claims.

In the drawings- V Figure'l is aside elevation ofa portion of an internal combustion engine showingthe application of our improved construction of manifold thereto.

Fig. 2 is a vertical section through themanifold. V

Fig. 3 is a horizontal section. Fi 4 is a plan view of the heating jacket detac ed.

In thedrawing 1 indicates a portion of the Y internal combustion engine and 2 our improved construction of intake manifold connected thereto. The manifold is provided with a flanged inlet 3 to which is connected the flange outlet 4 of an induction pipe 6 extending from the carburetor 6 which is provided with a throttle valve 7 carried by 'a valve stem 8 on which are mounted arms 9 and 10, the arm 10 being connected by a rod 11 to the throttle control on the steering wheel of the vehicle in which the engine is installed. "1

The engine is provided with an exhaust pipe 12 having branches 13 and 14.-, the branch 14 being closed by valve 15 carried by valve.

stem 16 which is provided with an arm 17 carrying an adjustable link 18 connecting the. same to the arm 9 of the throttle valve 7. The valve 15 is ca able of swinging outwardly in order to eflect the-exhaust gases passing through the exhaust pipe into the ranch '14 for the purpose hereinafter fully described. A set screw 19 is mounted to engage a lug carried by the valve stem 16 so as to adjust the relative position of the valve 15 within the exhaust pipe whereby the volume of fluid passinginto the branch can be regulated so as to allow a certain amount to pass out the branch 14 at all times. Thevalve stem 16 carries a hub provided with an arm 20 loosely mounted thereon and arranged to engage 0. lug 16 carried thereby, said arm 20 being connected to a dash control by an operating rod 21 whereby the valve can be manually operated so as to deflect the-entire which is adapted. to be engaged by a jacket 24 forming a heating chamber 25, said jacket being secured in position by bolt 26'. The

jacket 24 is provided with an offset portion having inlet and outlets 26 and 27 which are adapted to be connected to the branches 13 and 14 by pipes 28 and 29, and it will be seen by this construction that the exhaust gases will pass into and circulate through the heating chamber so as to heat the pocket or chamber 22.

. The charge in passing through the manifold from the charge forming device or carbureter is subjected to a vacuum within the pocket 'or chamber and the light particles of the mixture tend to travel in their normal path of travel through-the induction pipe, and the heavier articles drop by gravity inertia and centri ugal force, and are drawn,

within the pocket by suction where they are subjected to a whirling action and the heat of'the wall of the pocket which vaporizes these heavier particles, and as the gases escape from the pocket they have a tendency to form a cushion to the lighter particles passing through the induction pipe, whereby we are able to segregate the heavier particles of the fuel in lts passage to the engine and to vaporize said segregated particles so as to produce a very'eflicient mixture.

In the form of the hot chamber shown in Figs. 6 and 7 the induction pipe 30 is provided with a laterally offset pocket 31 in horizontal alinement with the inlet 32 thereof which is connected by a pipe 33 to the charge forming device, not shown. Instead of surrounding the pocket or hot chamber 31 with a jacket as shown in the preferred form we form an opening 34 in the exhaust pipe 35 and insert the pocket into the exhaust pipe and secure the same by bolts passing through an annular flange 36, as clearly shown. In this construction the bottom 37 of the induction pipe 30 is inclined as shown at 38 in such a manner that the heavier particles which drop by gravity will pass into the hot chamber, as we have found by so positioning the hot chamber in respect to the vertical portion of the manifold, that the heavier particles will be returned and collected in the hot chamber where they are subjected to the action of heat in order to vaporize the same.

We vhave found by experimenting that when a motor-is allowed to idle for some time at a slow speed that there are always heavy portions of the fuel clinging to the inside of the induction pipe and when the motor is stopped these particles drain back and will be conveyed into the hot chamber where they will be vaporized when the engine is started. It has also beenfound that with the heavy non-volatile fuels now used that a certain pr'oportionfo'f the fuel is not vaporized and these heavy particles with the construction of manifold as herein shown and described will be thrown by centrifugal force, into the pocket so that they'will be subjected to the action of heat to. cause said particles to vaporize which enables these particles to be used as fuel and prevents these particles from being carried unvaporized into the engine. We are awarethat we are not the first in the art to provide a manifold with a hot chamber, but these chambers have not been positionedin a horizontal plane in respect to the vertical and do not have the tendency to act only upon the heavier particles of the fuel but act on the entire Volume of fuel passing throughthe manifold, while with our con struction the lighter particles of the fuel travel in their normal path to the engine and are not subjected to any heat only by radiation, the position of the hot chamber being such that it acts'for the most part only on the heavier particles. In experimenting with a manifold as herein shown and described we have found that -when a laterally ofi'set pocket is formed a vacuum is created within the pocket which vacuum produces an eddy or a whirlpool so as to cause a whirling motion to the partielesthrown, dro ped or drawn within the same, which whir ing motion, if the pocket is heated, has a tendency to assist in quickly vaporizing the particles of fuel, and inthe operation of the device the gases generated within the pocket and their passage therefrom act as a cushionwhich prevents the lighter particles from being drawn within the same thus tending to modify the degree of heat absorbed by the entire charge.

In any of the forms shown a lateral pocket is formed in the manifold in which the heavier particles can drop, be thrown by centrifugal force, or be drawn by gravity, and While we have shown a spherical pocket as the preferred form we do not wishto limit ourselves to any particular sha e of pocket as our invention consists broa ly in providing an induction pipe with a laterally offset heated pocket for heat-ing and vaporizing the heavier particles of the mixture in its passage to the engine, and while we have shown and described a. manifold having a laterally offset pocket it is of course understood that the invention is capable of being used in connection with any form of induction pipe leading from the charge forming means to the interposed ofi'set pocket, a carbureteri having an.

outlet in line with the mouth of said pocket,

manually operated means for controlling the application of heat to said pocket and means controlledby the movement of the throttle pocket.

2. A manifold for internal combustion engines having a' horizontally disposed ofiset pocket surrounded by a heating chamber hav-' ing inlets and outlets, and means controlled by the movement of the throttle for regulatin the passage of heating fluid through'said in et.

3. The combination with an internal combustion engine having an exhaust pipe, intake manifold and carbureter connected thereto, a laterally extending horizontally disposed pocket formed on said manifold, a heating chamber surrounding said pocket, and manually operated means for controlling the excontrolling the application of heat to saidhaust gases from said exhaust pipe to said heat-in chamber.

l. T e combination with an internal combustion enginehaving an exhaust pipe, intake manifold and carbureter connected thereto, of a laterally extending horizontally disposed spherical pocket formed a on said manifold in a line with the intake thereof, a heating chamber surrounding said pocket, inlet and outlet pipes connecting said heating chamber to said exhaust pipe, a valve for controlling the admission of-the exhaust-gases to said chamber, manually operated meanswfor controlling said valve.

5. The combination with an internal combustion engine hav' g an exhaust pipe, intake manifold an carbureter connected thereto, of a pocket formed on said manifoldand laterall oiiset therefrom ina line with the intake 0 said manifold, the heating chamber surrounding said pocket having inlet and outlet ports, pipes connecting said inlet and outlet ports to said exhaust pipe, a valve arranged within the exhaust pipe for controlling the passage of exhaust gases through an inlet pipe extending to said heating chamber, and a connection between said valve and the throttle valve of the carbureter.

In testimony whereof we hereunto afiix our signatures.

WALTER G. HEGINBOTTOM. JACOB RICHARD FRANCIS.

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