CA1070196A - Air-fuel inlet device for internal combustion engines - Google Patents
Air-fuel inlet device for internal combustion enginesInfo
- Publication number
- CA1070196A CA1070196A CA298,776A CA298776A CA1070196A CA 1070196 A CA1070196 A CA 1070196A CA 298776 A CA298776 A CA 298776A CA 1070196 A CA1070196 A CA 1070196A
- Authority
- CA
- Canada
- Prior art keywords
- passage
- internal combustion
- carburetor
- recesses
- combustion engine
- Prior art date
- Legal status (The legal status 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 status listed.)
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- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
Abstract
AIR-FUEL INLET DEVICE FOR
INTERNAL COMBUSTION ENGINES
Abstract of the Disclosure An air-fuel inlet device for an internal combustion engine is characterized by a spacer having passages there-through with recesses formed in the side walls of the passages. The spacer is positionable between a carburetor and an intake manifold of an engine with the passages establishing communication between the outlets from the carburetor and associated inlets to the manifold, and results in significantly increased engine efficiency, decreased fuel consumption and decreased exhaust emissions.
INTERNAL COMBUSTION ENGINES
Abstract of the Disclosure An air-fuel inlet device for an internal combustion engine is characterized by a spacer having passages there-through with recesses formed in the side walls of the passages. The spacer is positionable between a carburetor and an intake manifold of an engine with the passages establishing communication between the outlets from the carburetor and associated inlets to the manifold, and results in significantly increased engine efficiency, decreased fuel consumption and decreased exhaust emissions.
Description
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The invention relates to a device for use in the air-fuel inlet system of an internal combustion engine to increase the efficiency thereof and to decrease emissions exhausted therefrom.
Various devices for use in the air-fuel inlet systems of internal combustion engines, particularly automotive engines, have heretofore been developed.
Such devices are alleged to increase fuel economy and, in some cases, to decrease exhaust emissions. ~ -Included among such devices, by way of example, are those positionable between the carburetor and the intakq manifold of the engine to intercept the air-fuel mixture.
The devices are generally said to operate on the mixture, such as by imparting an electxostatic charge thereto or by "chopping" the mi~ture to more finely divide the fuel particles and to disperse a uniform fuel mixture uniformly to all the cylinders to the engine. This should result in, and the prior art devices were supposedly intended to produce the result of, increased engine performance and miles per gallon, and decreased emissions.
Because of growing concern for a clean environment and decreased fuel consumption, large numbers of such devices have been purchased and installed on automobile engines. Many of the devices are cumbersome and difficult to install, or when used in accordance with instructions require changes in engine timing. Unfortunately, in their use they have been found to yield little if any improve~
ment in fuel economy or decrease in emissions. To the contrary, use of some of the devices actually results in increased fuel usage and poor engine performance.
Furthermore, with those devices requiring a change in engine timing, generally an over-advanced timing, engine
The invention relates to a device for use in the air-fuel inlet system of an internal combustion engine to increase the efficiency thereof and to decrease emissions exhausted therefrom.
Various devices for use in the air-fuel inlet systems of internal combustion engines, particularly automotive engines, have heretofore been developed.
Such devices are alleged to increase fuel economy and, in some cases, to decrease exhaust emissions. ~ -Included among such devices, by way of example, are those positionable between the carburetor and the intakq manifold of the engine to intercept the air-fuel mixture.
The devices are generally said to operate on the mixture, such as by imparting an electxostatic charge thereto or by "chopping" the mi~ture to more finely divide the fuel particles and to disperse a uniform fuel mixture uniformly to all the cylinders to the engine. This should result in, and the prior art devices were supposedly intended to produce the result of, increased engine performance and miles per gallon, and decreased emissions.
Because of growing concern for a clean environment and decreased fuel consumption, large numbers of such devices have been purchased and installed on automobile engines. Many of the devices are cumbersome and difficult to install, or when used in accordance with instructions require changes in engine timing. Unfortunately, in their use they have been found to yield little if any improve~
ment in fuel economy or decrease in emissions. To the contrary, use of some of the devices actually results in increased fuel usage and poor engine performance.
Furthermore, with those devices requiring a change in engine timing, generally an over-advanced timing, engine
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damaging spark knock frequently oc_urs, which often cannot be eliminated even with use of a more expensive, higher octane rated gasoline.
Because of the inability of these prior art devices to fulfill the purposes for which they were promoted, the general concept of in-line carburetor attachments has ~allen into a degree of disrepute, although some devices such as high rise headers are still actively promoted. For the most part, however, the art has looked for different solutions.
It is an object of the present invention to over-come the foregoing disadvantages of the prior art by providing a device for use in the air-fuel system of an internal combustion engine which will actually increase the efficiency and power output of the engine while simultaneously decreasing fuel consumption.
It is another object of the present invention to overcome the disadvantages of the prior art by providing such a device which reduces emissions exhausted from the engine.
It is a further object of the present invention to overcome the disadvantages of the prior art by providing such a device which is of simple and economical construc-tion and which may be simply and inexpensively installed on the engine.
According to the present..invëntion there is provided an intake conduit for conveying at least the.air portion - of an air-fuel mixture for an internal combustion engine, which increases the efficiency and performance of the engine, a.plurality of spaced.recesses o substantially rectangular cross-section formed.in the surface of the
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damaging spark knock frequently oc_urs, which often cannot be eliminated even with use of a more expensive, higher octane rated gasoline.
Because of the inability of these prior art devices to fulfill the purposes for which they were promoted, the general concept of in-line carburetor attachments has ~allen into a degree of disrepute, although some devices such as high rise headers are still actively promoted. For the most part, however, the art has looked for different solutions.
It is an object of the present invention to over-come the foregoing disadvantages of the prior art by providing a device for use in the air-fuel system of an internal combustion engine which will actually increase the efficiency and power output of the engine while simultaneously decreasing fuel consumption.
It is another object of the present invention to overcome the disadvantages of the prior art by providing such a device which reduces emissions exhausted from the engine.
It is a further object of the present invention to overcome the disadvantages of the prior art by providing such a device which is of simple and economical construc-tion and which may be simply and inexpensively installed on the engine.
According to the present..invëntion there is provided an intake conduit for conveying at least the.air portion - of an air-fuel mixture for an internal combustion engine, which increases the efficiency and performance of the engine, a.plurality of spaced.recesses o substantially rectangular cross-section formed.in the surface of the
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1 ~)71~196 conduit, the recesses forming ridges therebetween ;~
the ends of which lie on the conduit surface.
Fig. 1 is an exploded perspective view showing the manner in which a spacer embodying the teachings of the present invention is positioned between the carburetor and the intake manifold of an internal combustion engine having a four-barrel carburetor;
- Fig. 2 is an enlarged perspective view of the spacer shown in Fig. 1, and Fig. 3 is a fragmentary perspective view of the i~
spacer, illustrating one construction thereof and one surface configuration of passages therethrough.
Referring to Figs. 1 and 2 of the drawings, a spacer 20, structured in accordance with the teachings of the present invention, is adapted to be positioned between a carburetor 22 and an intake manifold 24 of an internal combustion engine 26. The spacer illustrated is for use with a four-barrel ~two primary and two secondary barrels) carburetor, and as such as four passages formed there-through. It is to be understood, however, that the `
teachings of the invention also apply to spacers for use with carburetors having any other number of barrels, such spacers having one passage therethrough for single-- barrel c~rburetors, two passages therethrough for two-barrel carburetors, etc.; and that the teachings o~ the invention are generally applicable to air-fuel mixture supply systems other than those encountered in automobile internal combustion engines.
The carburetor barrels extend from inlets at the upper end of the carburetor to outlets ln a base 28 of the carburetor, and ln the absence of the spacer, the , - ` ~
secondary barrel outlets communicate directly with a pair of relatively enlarged inlets 30 in the manifold, and the primary barrel outlets communicate directly with a pair of somewhat smaller manifold inlets 32, to provide an air-fuel mixture to the manifold. The configuration of the spacer conforms generally with the base of the carburetor and the inlet area or surface of the manifold.
When positioned between the base of the carburetor and the inlet surface of the manifold, the spacer 20 defines a pair of relatively enlarged passages 34 which align axially with the carburetor secondary outlets and the corresponding manifold inlets 30, and a pair of relatively smaller passages 36 which align axially with the carburetor primary outlets and the manifold inlets 32. The passages 34 and 36 are of generally like diameter with their associated carburetor outlets.
A plurality of holes 38 are formed through the spacer in positions to accommodate the carburetor to manifold mounting bolts 40, or to receive upstanding carburetor mounting studs (not shown), whereby the spacer is properly aligned with the carburetor and the manifold, and the carburetor may readily be mounted to the manifold with the spacer compressed therebetween. As is customary,.
an air filter 42 filters the air drawn into the carburetor.
It has been discovered that when the surfaces of the passages 34 and 36 through the spacer 20 are formed with one or more recesses therein, significant increases in engine efficiency and performance are obtained, with corresponding reductions in exhaust emissions. For example, and referring to the embodiment of the spacer shown in Figs. 2 and 3, the surfaces of the passages .9~
through the spacer may be formed with a plurality of spaced, annular recesses ~4. In this case, the recesses may conveniently be of generally square cross section, and lie in planes perpendicular to the axes of the passages. The recesses then define therebetween and along the passages a plurality of spaced, annular surface segments 46, having generally square corners.
The spacer 20 may be of monolithic structure with the recesses machined into the passage walls, or in the case where the recesses are annular it may be of quasi-monolithic structure comprised of a plurality of joined sections, or it may be comprised of an assembled stack of individual plates. In a contemplated economical mode of manufacture of the spacer specifically disclosed, the spacer is formed of a stack of individual interleaved plates. Referring to Fig. 3, with this construction and to provide, for example, 1/16 inch square recesses spaced apart by 1/16 inch, the spacer includes a first set of 1/16 inch thick plates 48, each having passages formed therethrough equal in number to the outlets from the carburetor and axially alignable and of equal diameter therewith. The spacer also includes a second set of plates 50, each having passages formed therethrough equal in number to the outlets from the carburetor and axially alignable therewith, and of a diameter substantially 1/8 inch greater than the diameter of their associated outlets.
The plates of the first and second sets are interleaved in alternate fashion to form a stack. To facilitate handling of the stack, the plates 48 and 50 may be aligned by use of the bolt holes 38 and may then be bonded together with a suitable adhesive or cement. The plates may be of like or dissimilar materials. For example, the plates ~L07~
48 may be of a gasket material, such as cork, asbestos or the like, and the plates 50 may be of a metal such as aluminum, or each of the plates 48 and 50 ma~ be of gasket material or metal or any other suitable material.
It is not precisely known how the spacer of the invention increases engine efficiency and performance while decreasing emissions. However, experimentation has shown that it does. Although it cannot be stated with certainty, it is believed that the benefits derived are attributable to the recesses 44 providing spaces for the formation of trapped vortices of fluid upon flow of an air-fuel mixture through the passages in response to manifold vacuum. It is theorized that torroidal trapped vortices of fluid are formed in the recesses 44 which, in a sense, act as very low friction "ball bearings" relative to the flow of the air-fuel mixture through the passages.
Also, these trapped vortices possibly could cause a quiescent stagnant boundary layer of the mixture to build up adjacent the passage walls and to extend smoothly inwardly of the centers of the passages to slightly restrict the flow areas therethrough. The boundary layers would then provide smooth surfaces for laminar flow of the mixture through the passages, and the restricted flow areas would cause an acceleration of the mixture. This in turn would result in an increased velocity and greater volume of the mixture entering the intake manifold, with consequent improved dispersion of the mixture to all cylinders of the engine. Further it is possible that the additional flow length of the mixture through the spacer passages, as well as the increased velocity of flow therethrough, results in a more homogeneous air-fuel ~ll()7~6 , mixture entering the manifold. As a consequence, all of the cylinders of the engine would be supplied substan-tially uniformly with a substantially uniform,homogeneous mixture of fuel and air which would not only result in balanced combustion between the cylinders, but also in more efficient combustion therewithin. This, then, could account or the measurably improved engine efficiency and performance, decreased fuel consumption, and decreased exhaust emissions obtained by use of the spacer.
The foregoing specifically described structure of the spacer and the resulting configuration of the recesses has the advantage that the spacer may be easily and econom-ically assembled, simply by interleaving first and second sets of plates of similar thicknesses. In conse~uence, the recesses formed in the passage surfaces are annular, parallel, of generally square cross section and generally coaxial with the passages. It is to be appreciated, how-ever, that it is within the contemplation of the invention and its teachings to form passage surface recesses of other configurations. For example, the recesses could be of "V", semi-circular, rectangular or any other cross section, since such recesses would similarly trap torroidal vortices, or the recesses could be defined between plates of different thicknesses. In addition, the recesses need not necessarily be annular and parallel. By way of example, in the case of a monolithic spacer a single recess could be formed in a ;
spiral through each passage. Such a spiraling recess should, however, have a relatively small pitch, in order that its length extends somewhat perpendicular to an air-fuel mixture flowing therepast, whereby vortices will be formed in the recess. In addition, the spacer may be of any desired overall thickness, such as one inch thick, ~)7~1~6 selected to maximi~e the economy and performance of the particular internal combustion engine with which it i5 used, since various engines likely may require spacers of different thicknesses in order to obtain maximum economy and performance.
COMPARATIVE TEST
To best illustrate the specific advantage of increased economy and performance and decreased emissions obtained with use of the spacer of the invention, comparative tests were conducted with automobiles eguipped with and without the spacer. The automobiles all had automatic transmissions and cruise controls. For tests relating to economy and emissions, the cruise controls were used to maintain vehicle speed as constant as possible. For tests relating to performance (acceleration), several runs were made to predetermined speeds and the elapsed times averaged.
The following tests 1-4 were conducted with a 1975 Chevrolet Monte Carlo having a 350 cubic inch displacement engine, a two-barrel carburetor, and a single exhaust:
ECONOMY AND EMISSIONS
Test number (see notesl Carbon monoxide at 55 m.p.h. (~) 2.00 1.00 Carbon monoxide at idle (%) .87 .25 Notes on the tests:
Test No. 1 - Conducted without a spacer.
Test No. 2 - Conducted with a spacer constructed in accord~
ance with the teachings of the invention.
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PERFORMANCE
Test number (see notes) Acceleration 0-60 m.p.h. 12.44 sec. 12.1 sec.
Acceleration 20-50 m.p.h. 7.16 sec. 6.1 sec;
Notes on the tests:
Test No. 3 - Conducted without a spacer.
Test No. 4 - Conducted wi~l a spacer constructed in accord-ance with the teachings of the invention.
The following tests 5-8 were conducted with a 1976 Cadillac Fleetwood having a 500 cubic inch displacement engine, a four-barrel carburetor, and a single exhaust.
ECONOMY AND EMISSIONS
Test number _(see notes) Total mileaqe 51.5 50.5 Average Speed _ _ 47 5 49 7 Miles per gallon 15 35 14 22 Carbon monoxide at 55 m.p.h. (%) 0 _ ~ 0 Carbon monoxide at idlë (~) 0 2--5 . .
Notes_on the tests:
Test No. 5 - Conducted with a spacer constructed in accord-ance with the teachings of the invention.
Test No. 6 - Conducted without a spacer.
PERFOR~ANCE
- Test number (see notes) Acceleration 0-60 m.p.h. ~ 3 10.7 Acceleration 20-50 m.p.h. 6.23 6.1 _ _ . _ . . _ _ _ _ _ _ _ . _ _ Notes on the tests:
Test No. 7 - Conducted without a spacer.
Test No. 8 - Conducted with a spacer constructed in accord-ance with the teachings of the invention.
~17~ 6 The following tests 9 and 10 were conducted with a 1973 Oldsmobile 98 Regency having a 455 cubic inch dis-placement engine, a four-barrel carburetor, and dual exhausts.
ECONO~Y
Test number (see notes) Total mileage 310.4 310.7 Averaae s~eed _ 55 55 Miles per gallon 14.~2_16.31 Notes on the tests:
Test No. 9 - Conducted without a spacer.
Test No. 10 - Conducted with a spacer constructed in accord-ance with the teachings of the invention.
As seen from the data, both the two and four-barrel carburetor equipped automobiles exhibited increased economy (miles per gallon)and performance (acceleration) when oper-ated with a spacer dimensioned in accordance with the teach-ings of the invention, as compared with the same automobile when operated without the spacer. Tests Nos. 9 and 10 -demonstrate a significant 10% increase in fuel economy by use of the spacer.
While the illustrated embodiments of the invention have been described as a spacer for insertion between the carburetor and intake manifold of an internal combus-tion engine, the invention contemplates, and is intended to include, by way of example, integral formation of the spacer as an extension of either the manifold inlet or the base of the carburetor to define one or more air-fuel passages structured and dimensioned in accordance with the teachings of the invention.
While embodiments of the invention have been described in detail, it is to be appreciated that various changes, , 1~7~96 rearrangements and modifications may be made therein without departing from the spirit and the scope of the invention, as defined by the appended claims.
1 ~)71~196 conduit, the recesses forming ridges therebetween ;~
the ends of which lie on the conduit surface.
Fig. 1 is an exploded perspective view showing the manner in which a spacer embodying the teachings of the present invention is positioned between the carburetor and the intake manifold of an internal combustion engine having a four-barrel carburetor;
- Fig. 2 is an enlarged perspective view of the spacer shown in Fig. 1, and Fig. 3 is a fragmentary perspective view of the i~
spacer, illustrating one construction thereof and one surface configuration of passages therethrough.
Referring to Figs. 1 and 2 of the drawings, a spacer 20, structured in accordance with the teachings of the present invention, is adapted to be positioned between a carburetor 22 and an intake manifold 24 of an internal combustion engine 26. The spacer illustrated is for use with a four-barrel ~two primary and two secondary barrels) carburetor, and as such as four passages formed there-through. It is to be understood, however, that the `
teachings of the invention also apply to spacers for use with carburetors having any other number of barrels, such spacers having one passage therethrough for single-- barrel c~rburetors, two passages therethrough for two-barrel carburetors, etc.; and that the teachings o~ the invention are generally applicable to air-fuel mixture supply systems other than those encountered in automobile internal combustion engines.
The carburetor barrels extend from inlets at the upper end of the carburetor to outlets ln a base 28 of the carburetor, and ln the absence of the spacer, the , - ` ~
secondary barrel outlets communicate directly with a pair of relatively enlarged inlets 30 in the manifold, and the primary barrel outlets communicate directly with a pair of somewhat smaller manifold inlets 32, to provide an air-fuel mixture to the manifold. The configuration of the spacer conforms generally with the base of the carburetor and the inlet area or surface of the manifold.
When positioned between the base of the carburetor and the inlet surface of the manifold, the spacer 20 defines a pair of relatively enlarged passages 34 which align axially with the carburetor secondary outlets and the corresponding manifold inlets 30, and a pair of relatively smaller passages 36 which align axially with the carburetor primary outlets and the manifold inlets 32. The passages 34 and 36 are of generally like diameter with their associated carburetor outlets.
A plurality of holes 38 are formed through the spacer in positions to accommodate the carburetor to manifold mounting bolts 40, or to receive upstanding carburetor mounting studs (not shown), whereby the spacer is properly aligned with the carburetor and the manifold, and the carburetor may readily be mounted to the manifold with the spacer compressed therebetween. As is customary,.
an air filter 42 filters the air drawn into the carburetor.
It has been discovered that when the surfaces of the passages 34 and 36 through the spacer 20 are formed with one or more recesses therein, significant increases in engine efficiency and performance are obtained, with corresponding reductions in exhaust emissions. For example, and referring to the embodiment of the spacer shown in Figs. 2 and 3, the surfaces of the passages .9~
through the spacer may be formed with a plurality of spaced, annular recesses ~4. In this case, the recesses may conveniently be of generally square cross section, and lie in planes perpendicular to the axes of the passages. The recesses then define therebetween and along the passages a plurality of spaced, annular surface segments 46, having generally square corners.
The spacer 20 may be of monolithic structure with the recesses machined into the passage walls, or in the case where the recesses are annular it may be of quasi-monolithic structure comprised of a plurality of joined sections, or it may be comprised of an assembled stack of individual plates. In a contemplated economical mode of manufacture of the spacer specifically disclosed, the spacer is formed of a stack of individual interleaved plates. Referring to Fig. 3, with this construction and to provide, for example, 1/16 inch square recesses spaced apart by 1/16 inch, the spacer includes a first set of 1/16 inch thick plates 48, each having passages formed therethrough equal in number to the outlets from the carburetor and axially alignable and of equal diameter therewith. The spacer also includes a second set of plates 50, each having passages formed therethrough equal in number to the outlets from the carburetor and axially alignable therewith, and of a diameter substantially 1/8 inch greater than the diameter of their associated outlets.
The plates of the first and second sets are interleaved in alternate fashion to form a stack. To facilitate handling of the stack, the plates 48 and 50 may be aligned by use of the bolt holes 38 and may then be bonded together with a suitable adhesive or cement. The plates may be of like or dissimilar materials. For example, the plates ~L07~
48 may be of a gasket material, such as cork, asbestos or the like, and the plates 50 may be of a metal such as aluminum, or each of the plates 48 and 50 ma~ be of gasket material or metal or any other suitable material.
It is not precisely known how the spacer of the invention increases engine efficiency and performance while decreasing emissions. However, experimentation has shown that it does. Although it cannot be stated with certainty, it is believed that the benefits derived are attributable to the recesses 44 providing spaces for the formation of trapped vortices of fluid upon flow of an air-fuel mixture through the passages in response to manifold vacuum. It is theorized that torroidal trapped vortices of fluid are formed in the recesses 44 which, in a sense, act as very low friction "ball bearings" relative to the flow of the air-fuel mixture through the passages.
Also, these trapped vortices possibly could cause a quiescent stagnant boundary layer of the mixture to build up adjacent the passage walls and to extend smoothly inwardly of the centers of the passages to slightly restrict the flow areas therethrough. The boundary layers would then provide smooth surfaces for laminar flow of the mixture through the passages, and the restricted flow areas would cause an acceleration of the mixture. This in turn would result in an increased velocity and greater volume of the mixture entering the intake manifold, with consequent improved dispersion of the mixture to all cylinders of the engine. Further it is possible that the additional flow length of the mixture through the spacer passages, as well as the increased velocity of flow therethrough, results in a more homogeneous air-fuel ~ll()7~6 , mixture entering the manifold. As a consequence, all of the cylinders of the engine would be supplied substan-tially uniformly with a substantially uniform,homogeneous mixture of fuel and air which would not only result in balanced combustion between the cylinders, but also in more efficient combustion therewithin. This, then, could account or the measurably improved engine efficiency and performance, decreased fuel consumption, and decreased exhaust emissions obtained by use of the spacer.
The foregoing specifically described structure of the spacer and the resulting configuration of the recesses has the advantage that the spacer may be easily and econom-ically assembled, simply by interleaving first and second sets of plates of similar thicknesses. In conse~uence, the recesses formed in the passage surfaces are annular, parallel, of generally square cross section and generally coaxial with the passages. It is to be appreciated, how-ever, that it is within the contemplation of the invention and its teachings to form passage surface recesses of other configurations. For example, the recesses could be of "V", semi-circular, rectangular or any other cross section, since such recesses would similarly trap torroidal vortices, or the recesses could be defined between plates of different thicknesses. In addition, the recesses need not necessarily be annular and parallel. By way of example, in the case of a monolithic spacer a single recess could be formed in a ;
spiral through each passage. Such a spiraling recess should, however, have a relatively small pitch, in order that its length extends somewhat perpendicular to an air-fuel mixture flowing therepast, whereby vortices will be formed in the recess. In addition, the spacer may be of any desired overall thickness, such as one inch thick, ~)7~1~6 selected to maximi~e the economy and performance of the particular internal combustion engine with which it i5 used, since various engines likely may require spacers of different thicknesses in order to obtain maximum economy and performance.
COMPARATIVE TEST
To best illustrate the specific advantage of increased economy and performance and decreased emissions obtained with use of the spacer of the invention, comparative tests were conducted with automobiles eguipped with and without the spacer. The automobiles all had automatic transmissions and cruise controls. For tests relating to economy and emissions, the cruise controls were used to maintain vehicle speed as constant as possible. For tests relating to performance (acceleration), several runs were made to predetermined speeds and the elapsed times averaged.
The following tests 1-4 were conducted with a 1975 Chevrolet Monte Carlo having a 350 cubic inch displacement engine, a two-barrel carburetor, and a single exhaust:
ECONOMY AND EMISSIONS
Test number (see notesl Carbon monoxide at 55 m.p.h. (~) 2.00 1.00 Carbon monoxide at idle (%) .87 .25 Notes on the tests:
Test No. 1 - Conducted without a spacer.
Test No. 2 - Conducted with a spacer constructed in accord~
ance with the teachings of the invention.
_ g _ .
~07C~9~
PERFORMANCE
Test number (see notes) Acceleration 0-60 m.p.h. 12.44 sec. 12.1 sec.
Acceleration 20-50 m.p.h. 7.16 sec. 6.1 sec;
Notes on the tests:
Test No. 3 - Conducted without a spacer.
Test No. 4 - Conducted wi~l a spacer constructed in accord-ance with the teachings of the invention.
The following tests 5-8 were conducted with a 1976 Cadillac Fleetwood having a 500 cubic inch displacement engine, a four-barrel carburetor, and a single exhaust.
ECONOMY AND EMISSIONS
Test number _(see notes) Total mileaqe 51.5 50.5 Average Speed _ _ 47 5 49 7 Miles per gallon 15 35 14 22 Carbon monoxide at 55 m.p.h. (%) 0 _ ~ 0 Carbon monoxide at idlë (~) 0 2--5 . .
Notes_on the tests:
Test No. 5 - Conducted with a spacer constructed in accord-ance with the teachings of the invention.
Test No. 6 - Conducted without a spacer.
PERFOR~ANCE
- Test number (see notes) Acceleration 0-60 m.p.h. ~ 3 10.7 Acceleration 20-50 m.p.h. 6.23 6.1 _ _ . _ . . _ _ _ _ _ _ _ . _ _ Notes on the tests:
Test No. 7 - Conducted without a spacer.
Test No. 8 - Conducted with a spacer constructed in accord-ance with the teachings of the invention.
~17~ 6 The following tests 9 and 10 were conducted with a 1973 Oldsmobile 98 Regency having a 455 cubic inch dis-placement engine, a four-barrel carburetor, and dual exhausts.
ECONO~Y
Test number (see notes) Total mileage 310.4 310.7 Averaae s~eed _ 55 55 Miles per gallon 14.~2_16.31 Notes on the tests:
Test No. 9 - Conducted without a spacer.
Test No. 10 - Conducted with a spacer constructed in accord-ance with the teachings of the invention.
As seen from the data, both the two and four-barrel carburetor equipped automobiles exhibited increased economy (miles per gallon)and performance (acceleration) when oper-ated with a spacer dimensioned in accordance with the teach-ings of the invention, as compared with the same automobile when operated without the spacer. Tests Nos. 9 and 10 -demonstrate a significant 10% increase in fuel economy by use of the spacer.
While the illustrated embodiments of the invention have been described as a spacer for insertion between the carburetor and intake manifold of an internal combus-tion engine, the invention contemplates, and is intended to include, by way of example, integral formation of the spacer as an extension of either the manifold inlet or the base of the carburetor to define one or more air-fuel passages structured and dimensioned in accordance with the teachings of the invention.
While embodiments of the invention have been described in detail, it is to be appreciated that various changes, , 1~7~96 rearrangements and modifications may be made therein without departing from the spirit and the scope of the invention, as defined by the appended claims.
Claims (16)
1. In an intake conduit for conveying at least the air portion of an air-fuel mixture for an internal combustion engine, which increases the efficiency and performance of the engine, a plurality of spaced recesses of substantially rectangular cross section formed in the surface of the conduit, said recesses forming ridges therebetween the ends of which lie on said conduit surface.
2. In an intake conduit for an internal combustion engine as set forth in claim 1, comprising a device for mounting a carburetor to an intake manifold of the engine to increase the efficiency and performance of the engine, wherein the carburetor is of a type having an outlet for communication with an inlet to the manifold to provide an air-fuel mixture thereto, said device comprising means positionable between the carburetor outlet and the manifold inlet for mounting the outlet spaced from the inlet, said means having a passage forming a portion of the intake conduit and extendable between the outlet and the inlet, said recesses being formed in a surface of said passage.
3. In an intake conduit for an internal combustion engine as set forth in claim 2, wherein said passage is circular and of an inner diameter substantially equal to the diameter of the outlet, said recesses comprising a plurality of spaced annular recesses along the length of said passage.
4. In an intake conduit for an internal combustion engine as set forth in claim 2, wherein the carburetor is of a type having a base with the outlet therein, said device comprising a spacer having said passage therethrough and positionable between the carburetor base and the manifold with said passage aligned with the carburetor outlet and the manifold inlet.
5. In an intake conduit for an internal combustion engine as set forth in claim 2, wherein said recesses are of square cross section, lie in planes substantially perpendicular to the axis of said passage, and have imperforate inner surfaces.
6. In an intake conduit for an internal combustion engine as set forth in claim 2, said recesses having a width and depth of substantially l/16 inch and a spacing along the length of said passage of substantially 1/16 inch.
7. In an intake conduit for an internal combustion engine as set forth in claim 4, said spacer maintaining a spacing of substantially 3/4 to l l/4 inch between the carburetor outlet and the manifold inlet.
8. In an intake conduit for an internal combustion engine as set forth in claim 4, said spacer maintaining a spacing of substantially one inch between the carburetor outlet and the manifold inlet.
9. In an intake conduit for an internal combustion engine as set forth in claim 4, said recesses being formed circumferentially in said passage.
10. In an intake conduit for an internal combustion engine as set forth in claim 4, wherein said recesses in said passage comprise spaced, parallel, annular recesses lying in planes perpendicular to the axis of said passage, are of substantially square cross section, have a width and depth of substantially 1/16 inch, and are spaced substantially 1/16 inch apart along the length of said passage.
11. In an intake conduit for an internal combustion engine as set forth in claim 4, said spacer including a first set of plates each nominally 1/16 inch thick and having a passage therethrough of a diameter substantially equal to the diameter of the carburetor outlet, and a second set of plates each nominally 1/16 inch thick and having a passage therethrough of a diameter substantially 1/8 inch greater than the diameter of the carburetor outlet, said plates of said first and second sets being interleaved in a stack to alternate said plates of said first and second sets and to coaxially align said passages therethrough.
12. In an intake manifold for an internal combustion engine as set forth in claim 4, said spacer including a first set of plates each formed with a passage therethrough of a first diameter, and a second set of plates each formed with a passage therethrough of a second and greater diameter, said first and second sets of plates being interleaved to alternate said plates of said first and second sets and to coaxially align said passages to form a stack of plates and to form said spacer having said passage therethrough.
13. In an intake manifold for an internal combustion engine as set forth in claim 1, said recesses extending substantially 3/4 to 1 1/4 inch along the length of the surface of said conduit.
14. In an intake conduit for an internal combustion engine as set forth in claim 1, wherein the engine includes a carburetor and an intake manifold, the carburetor providing an air-fuel mixture to the intake manifold, said conduit including means extending between the carburetor and the intake manifold and having a passage forming a portion of the intake conduit, said recesses being formed in a surface of said passage.
15. A method of increasing the economy and perfor-mance of an internal combustion engine having an intake passage for conveying at least the air portion of an air-fuel mixture for the engine, comprising the step of forming a plurality of recesses of substantially rectangular cross section in the surface of said passage to define between said recesses a plurality of ridges the ends of which lie on said passage surface.
16. A method in accordance with claim 15, wherein said passage is circular and said forming step comprises forming along said passage a plurality of spaced annular recesses.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA298,776A CA1070196A (en) | 1978-03-13 | 1978-03-13 | Air-fuel inlet device for internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA298,776A CA1070196A (en) | 1978-03-13 | 1978-03-13 | Air-fuel inlet device for internal combustion engines |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1070196A true CA1070196A (en) | 1980-01-22 |
Family
ID=4110965
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA298,776A Expired CA1070196A (en) | 1978-03-13 | 1978-03-13 | Air-fuel inlet device for internal combustion engines |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1070196A (en) |
-
1978
- 1978-03-13 CA CA298,776A patent/CA1070196A/en not_active Expired
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| Date | Code | Title | Description |
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| MKEX | Expiry |