US1347598A - Multiple-intake manifold - Google Patents

Description

H. P. STURIVI'.

MULTIPLE INTAKE MANIFOLD.

APPLICATION FILED APRJI. 1919.

1,347,598. Patented July 27, 1920.

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MULTIPLE INTAKE MANIFOLD.

APPLICATION FILED APR. II, 1919.

1,347,598 Patented July 27, 1920.

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TTORNEYS WITNESSES j- H. P. STURM.

MULTIPLE INTAKE MANIFOLD.

APPLlcATloN FILED APR. 11, 1919.

1,347,598, 'Patented July 27, 1920.

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WITNESSES A TTU/MIE IS UNITED STATES PATENT OFFICE.

MULTIPLE-INTAKE MANIFOLD.

To all whom t may concern:

Be it known that I, HARRY PRICE STURM, a citizen of the United States, and a resident of Clarksburg, in the` county of Harrison and State of Vest Virginia, have invented certain new and useful Improvements in Multiple-Intake Manifolds, of which the following is a specification.

My invention relates to improvements in internal combustion engines, it being more particularly an improvement in the manifold for conducting the motive fluid to the engine, and it consists in the constructions, combinations and arrangements herein described and claimed.

The foremost object of the invention is to provide a manifold for an internal combustion engine, which is so designed and constructed that the proper velocity of the fuel is maintained at all engine speeds, retaining the original atomization created in the carbureter, and preventing condensation on the walls of the manifold.

A. further object of the invention is to provide a multiple conduit manifold, wherein certain of the conduits are employed at low engine speeds, and others are automatically cut in when the engine speeds up, accordingly increasing the area of the passage for the flow of fuel and thus accommodating Athe increased volume necessary at high speeds.

A further object is to provide in a multiple conduit intake manifold as above described, means whereby the auxiliary or high speed conduit can be out in either automatically or manually. y

A further object of the invention is to provide a novel type of manifold for internal combustion engines, by the use of which a great percentage of fuel is saved by preventing condensation thereof on the walls of the manifold. Y

Other objects and advantages will appear in the following specification, reference being had to the accompanying drawings, in which Figure 1 is a perspective view illustrating the application of the invention to an internal combustion engine,

Fig. 2 is a vertical longitudinal section of the improved manifold, parts being shown in elevation, Fig. 3 is an enlarged sectional view, showing the vacuum operated valve in the Specification of Letters Patent.

Patented July 27,1920.

Application led April 11, 1919. Serial No. 289,229.

distributer block and its operating mechanism, more clearly,

Fig. 4 is a detail plan view showing the distributer block applied to the carbureter, and the mechanism for operating the var'ious valves on the inside,

Fig. 5 is a detail sectional view taken substantially on the line 5-5 of Fig. 2 and showing how the low speed passage or conduit is applied to the distributer block, and

Fig. 6 is a section taken substantially on the line 6 6 of Fig. 3.

It should be stated in developing and perfectlng my improved multiple manifold, due recognition has been taken of what hasbeen done in the prior art, and especially as represented in the patent to Piatt M. Orlopp, patented November 9, 1915, #1,159,985. This patent shows 'the employment of a plurality of conduits but in addition to these, my improved manifold has other peculiar and important features as will presently be more fully explained.

.The multiple intake manifold consists of two or more pairs of passages or conduits 1, 2. The conduits 1 are smaller in diameter than the conduits 2.

Each set of conduits is of substantially the same shape, that is to say, both branch out from the distributer block 3 which is suitably secured to the carbureter 4, and so conduct the fuel from the carbureter to the conduits of the manifold. The difference between the two sets of conduits may here be noted. The small or low speed conduits first enter the distributer block 3 before they merge into the single passage 5, shown in Fi 5. A

n the other hand, the auxiliary or high speed conduits 2 are combined at 6 in Fig. 1, where they merge into a single conduit 7, which in turn is applied in any suitable way to the block 3. The upper ends of the respective pairs of conduits are fixed in conduit receivers 8. These consist of suitably shaped bodies that are arranged to be fitted into the valve supporting structures 9 on the engine 10.

It is to be understood that the multiple manifold can be applied to the engine in any desirable manner and to this end, the use of the particular arrangement of conduit receivers 8 may be done away with altogether and some other arrangement substituted. Regardless of what the particular construction of the manifold is, the primary purpose of the provision of a plurality of conduits of different diameters is to prevent the condensation of the fuel on the walls of the manifold at low engine speed, and to provide a manifold of sufficient area to accommodate the increased volume of fuel at high engine speeds, always maintaining a sufficient velocity.

In furtherance of the principles of the invention, the distributer block 3 is provided with a vacuum operated valve 11 which opens automatically when the engine speeds up. Under ordinary conditions, the valve 11 does not open, but the engine is supplied with fuel from the carbureter 4 through the low speed conduit 1, and the throttle valve 12 controls the flow of fuel under all circumstances.

The throttle valve 12 has an arm 13 to which the link 14 is connected. In the present instance, the other end of the link 14 is joined to a bell crank 15 which has a rod connection 16 that leads Within reach of the operator. As the rod 16 is moved back and forth, the throttle valve 12 is opened and closed accordingly.

In order not to affect the valve 11 under ordinary circumstances by moving the rod 16 back and forth, but at the same time, making provision for manually opening the valve 11 irrespective of the increased suction in the engine, provision is made for opening the valve 11 from the link 14 when the link has moved a predetermined dis-4 tance. It is plainly shown in Fig. 1 that the bifurcated end 17 of an arm 18, partly embraces the link 14 so that it may be engaged by the adjustable stop 19 on the link.

The arm 18 is affixed to the exposed end of the cam rod 20 which is suitably journaled in the block 3 and carries a cam 2l which operates against the end of the valve stem 22 of the valve 11. A spring 23, suitably disposed in the valve ca e 24, normally keeps the valve 11 seated. he cage 24 is screwed in place in the internally threaded bore 25, by means of a Spanner Wrench or other suitable implement that is applied to the notches in the outer end of the valve cage. The bore 25 merges with an annular enlargement 26 in the block 3, which is for the purpose of enabling the opening of the valve 11 and maintaining a uniform and undiminished fuel passage to the auxiliary manifold 2.

Fig. 6 shows how the cam shaft 2O is journaled in the distributer block Portions of the block are removed at 27 and consequently suitably shaped to receive the shaft. Fillers 28 are then applied to hold the shaft in place. This is only one way of supporting the shaft and if in actual practicesomc other way may be found better, obviously the better Way would be employed. The

advantage of the present arrangement is, that the shaft 20 can be taken out by simply removing the fillers 28.

The' operation.

Under ordinary circumstances, the suction of the engine is not great enough to unseat the valve 11 and consequently at low engine speed, the fuel passes to the various cylinders of the engine through the low speed conduits 1 which are relatively small in diameter.

It is intended primarily that the valve 1l shall act automatically altogether and, at the same time, the advantage of opening the valve by manual means is also desired to be retained. Both purposes can be carried out by varying the adjustments or locations of the abutment 19. When theabutment is adjusted near the arm 18, the valve 11 will be caused to open a little before the suction of the engine becomes great enough to unseat the valve of its own accord. In other words, the throttle valve 12 is capable of manual adjustment under ordinary circumstances, and when opened to a predetermined place, as when it is desired to speed up theengine, the valve 11 is also unseated to accommodate the increased flow of fuel and consequently fuel is conducted to the engine through all of the conduits of the manifold.

In conclusion it is desired to say that instead of making the conduits 1 and 2 as separate members, they may be cored pas sages in a single manifold casting.

While the construction and arrangement ofv the multiple intake manifold as herein described and claimed, is that of a generally preferred form, obviously modifications and changes may be made without departing from the spirit of the invention or the scope of the claims.

I claim 1. A distributer block for a multiple man ifold, having passages for receiving low speed sets of conduits and auxiliary sets of conduits, the auxiliary conduit passage including an annular enlargement merging into a valve cage bore, a valve cage fitted in said bore, a spring-seated valve in said cage arranged to open into the annular en1argement by virtue of increased engine speed, a cam shaft journaled on said block, a cam on said shaft operating against the stem of the valve, and an externally applied arm on said shaft, arranged to be operated by associated throttle valve actuating means.

2. The combination, of a carbureter throttle valve, a multiple intake manifold including a normally open set of conduits, a normally closed set of conduits, means operatively associated with the second set of conduits keeping them normally closed but being capable of opening on an increase of engine speed above a predetermined limit, and manually operated means for actuating the throttle Valve, embodying devices constituting alternative means for actuating said conduit closing means irrespective of in creased engine speed.

3. The combination, throttle valve, a multiple intake manifold including a normally open set of relatively small conduits, a normally closed set of conduits of larger diameter, means operatively associated with the second set keeping them normally closed but being capable of opening on an increase of engine speed above a predetermined limit, and manually operated means for actuating the throttle valve, embodying devices constituting alternative means for actuating said conduit closing means irrespective of increased engine speed.

4. The combination, of a carbureter With an applied distributer block, a multiple manifold consisting of separate sets of conduits branching out from said block, one set of said conduitsbeing in constant communication with the carbureter, but the other set being normally closed; a throttle valve in the carbureter, With connected devices for manually operating it; anengine speed-responsive member normally closing said second set of conduits to the carbureter, but capable of opening on an increase of enof a carbureter y gine speed above a predetermined limit, thus connecting all of the conduits with the carbureter; and adjustable connected members coperatively associated between said speedresponsive members and the operating devices of the throttle valve, enabling manual operation of said speed-responsive members.

5. A multiple intake manifold, comprising a set of conduits merging into a single passage in a distributer block at one end, and enterlng separate conduit receivers at the other ends; an auxiliary set of conduits, of larger diameter merging into a single passage before entering the distributer block, and connected to said receivers at the other end; a valve cage with a normally seated valve in operative association with said auxiliary set of conduits and keeping said set normally closed through said distributer block, associated carbureter throttle valve operating means including a reciprocating link with an adjustable abutment, and means for manually unseating the valve in said cage, including a cam shaft with an arm arranged to be engaged by said abutment, and a cam arranged to operate against the steam of said valve.

HARRY PRICE STURM. Witnesses:

I. JANE BLAND, EARLE T. TAYLOR.

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