US3823702A

US3823702A - Internal combustion engine manifold and fluid flow configuration

Info

Publication number: US3823702A
Application number: US00105474A
Authority: US
Inventors: C Roberts
Original assignee: Individual
Current assignee: Individual
Priority date: 1971-01-11
Filing date: 1971-01-11
Publication date: 1974-07-16
Anticipated expiration: 1991-07-16
Also published as: FR2119776A5; DE2200818A1; IT948154B

Abstract

The manifold and cylinder head structures of an internal combustion engine are provided with fluid flow passageways extending from the manifold plenum to the valve ports of the engine cylinders, with fluid flow control members disposed in the passageways and defining peripheral restrictions therein. In some modifications the members are integrally formed in a gasket sandwiched between the manifold and the cylinder head and having openings registered with the passageways, which openings have a cross sectional area less than the passageway cross sectional areas. In some modifications the insert members are elongated and increase in cross sectional area from the upstream to the downstream ends. In some modifications, each insert member has an integral flange at either end or intermediate the ends, the flange being retained between the manifold and the cylinder head. In some modifications a plurality of members are formed integrally in a single gasket element sandwiched between the manifold and the cylinder head. In some modifications, the insert members are integral with the manifold or with the cylinder head port runners. In some modifications, the intake passageway insert members are press fit or otherwise secured closely adjacent the intake ports.

Description

[ INTERNAL COMBUSTION ENGINE MANIFOLD AND FLUID FLOW CONFIGURATION [76] Inventor: Charles G. Roberts, 1015 Michigan Ave., Howell, Mich.,48843 [22] Filed: Jan. 11, 1971 [21] Appl. No.: 105,474

[52] US. Cl 123/188 M, 261/78 R [51] Int; Cl. F011 3/02 [58] Field Of Search 123/188 M, 52 M, 141; 261/78 R, DIG. 55

[56] References Cited v UNITED STATES PATENTS 1,512,952 10/1924 Secor 123/141 1,526,963 2/1925 Chandler 123/188 M 1,530,157 3/1925 Edwards 123/141 1,632,196 6/1927 Rhoads 123/141 2,073,179 3/1937 Riffe y 123/141 2,822,253 2/1958 Caddock 123/141 X 3,457,904 7/1969 Roberts 123/59 A Primary Examiner-Meyer Perlin Assistant Examiner-Ronald C. Capossela Attorney, Agent, or Firm-Hauke, Gifford & Patalidis 11] 3,823,702 July 16,1974

[ 5 7] ABSTRACT The manifold and cylinder head structures of an internal combustion engine are provided with fluid flow passageways extending from the manifold plenum to the valve ports of the engine cylinders, with fluid vflow control members disposed in the passageways and defining peripheral restrictions therein. In some modifications the members are integrally formed in a gasket sandwiched between the manifold and the cylinder head and having openings registered with the passageways, which openings have a cross sectional area less than the passageway cross sectional areas. In some modifications the insert members are elongated and increase in cross sectional area from the upstream to the downstream ends. In some modifications, each insert member has an integral flange at either end or intermediate the ends, the flange being retained between the manifold and the cylinder head. In some modifications a plurality of members are formed integrally in a single gasket element sandwiched between the manifold and the cylinder head. In some modifications, the insert members are integral with the manifold or with the cylinder head port runners. In some modifications, the intake passageway insert members are press fit or otherwise secured closely adjacent the intake ports.

36 Claims, 14 Drawing Figures Ill: 60 460 PATENTEDJULI SL974 SHEET 1 0F 3 INVENTOR CHARLES c. ROBERTS PATENTEDJULI 61974 SHEET 2 [IF 3 Z Z A 7 W m; M k 14 l m. H m M v FIG INVENTOR CHARLES s. ROBERTS PATENTED JUL 1 6 I974 SHEET 3 OF 3 FIG-ll INVENTOR CHARLES 5. ROBERTS BY W W W INTERNAL COMBUSTION ENGINE MANIFOLD AND FLUID FLOW CONFIGURATION CROSS REFERENCE TO RELATED APPLICATIONS This application discloses improvements in engine manifold and port runner configurations related to my prior US. Pat. Nos. 3,429,303 issued Feb. 25, 1969 and 3,457,904 issued July 29, 1969.

BACKGROUND OF THE INVENTION and outlet passageways which have substantially frusto-- conical equivalent shapes achieving improved fluid flow characteristics of the intake fuel-air mixture and the exhaust gases to improve combustion of the charge delivered to the cylinders and scavenging of burnt gases, resulting in improved engine efficiency and consequent reduction in exhaust emissions therefrom.

SUMMARY OF THE INVENTION The present invention constitutes an improvement over the inventions disclosed in my prior patents, the improvement constituting various configurations in which fluid flow members are provided in the passageways extending between the valve ports and the intake and exhaust manifolds, the members defining peripheral restrictions in the passageways such that, in the intake passageway any liquid fuel will be trapped and caused to fume over the edge of the member, avoiding the induction of unatomized fuel to the engine cylinders; and in the exhaust passageway, unburned hydrocarbons, which have a tendency to flow along the walls of the exhaust passage, will also be trapped in a high temperature area and burned prior to emission from the vehicle tail pipe, these factors resulting in a significant reduction in exhaust pollutants. In addition, the restrictions are such as will tend to effect a greater uniformity of intake'fluid flow rates throughout the entire operating range of the engine, thereby effecting an adequate combustible charge delivery to all cylinders at all times; and in the exhaust passageways the restrictions provide for substantially equalized exhaust back pressure to all of the cylinders, thus providing for a more economical and efficient operation of the engine as a whole.

BRIEF DESCRIPTION OF THE DRAWINGS A complete understanding of the invention may be had by reference to the accompanying drawings illustrating preferred embodiments of the invention in which like reference characters refer to like parts throughout the several views and in which:

FIG. I is a diagrammatic cross-sectional view through an engine cylinder and the intake and exhaust port runners and manifolds embodying one preferred configuration of the present invention;

FIG. 2 is a fragmentary cross-sectional view through a manifold and port runner embodying one preferred configuration of the invention;

FIG. 2A is a perspective view of the insert member used in the embodiment of FIG. 2;

FIGS. 3 through 8 are fragmantary cross-sectional views through manifold and cylinder head configurations and the associated fluid flow control members, according to various other embodiments of the invention;

FIG. 9 is a perspective exploded view of an engine and manifold structure illustrating a gasket configuration embodying the present invention; and

FIGS. 10 through 13 are fragmentary cross-sectional views through cylinder head intake port runner configurations and the associated fluid flow control members, according to further embodiments of the invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 illustrates an engine cylinder block 10 having a cylinder 12 in which reciprocates a conventional piston l4, and a cylinder head 16 having a combustion chamber 18 overlying the cylinder 12.

Intakeand

exhaust ports

20 and 22 connect the combustion chamber 18 respectively with intake and

exhaust port runners

24 and 26 in the cylinder head 16 and are opened and closed by intake and

exhaust valves

28 and 30 in conventional fashion.

Intake and

exhaust manifolds

32 and 34, respectively having

passages

36 and 38 registering with the

port runners

24 and 26 and communicating with intake and

exhaust manifold plenums

40 and 42, are secured to the cylinder head by any means such as studs 44.

. Intake and exhaust fluid

flow control members

46 and 48 are disposed in the intake and exhaust passageways formed by the port runners and manifold passages, and may be formed .in various configurations as suggested by FIGS. 2 through 13 hereafter described.

In FIGS. 2 and 2A, a fluid flow control member 46a is illustrated as comprising preferably a stamped or otherwise suitably formed metal insert member having a frusto-conically equivalent shape in which the transverse cross-sectional area increases from the upstream end to the downstream end thereof. The member 4611 has a peripheral flange 50 arranged to be sandwiched between a manifold mounting flange 52 and a manifold gasket 56.

The member 46a, as shown, is disposed within the intake manifold passage 36 in a manner to form a peripheral space 60 which will act to trap any liquid fuel or water condensation entrained in the fuel-air mixture flowing toward the intake port runner passage 24. This liquid will be subjected to fluid turbulence and cylinder head engine heat,'promoting atomization or vaporization of the liquid, and any liquid which may end to creep back across the outer surface of the member 46 to its upstream end, where it may flow over the edge of the member 46, will be atomized off the edge by the inducted fuel-air mixture flow before further entrainment in the mixture. This configuration efiectively eliminates the introduction of unatomized or unvaporized fuel or other liquids into the combustion chamber, promoting more complete combustion of the mixture in the engine and avoiding rich mixtures which cause high pollutant emission.

The frusto-conicalequivalent shape of the member 46a achieves the fliud flow control results heretofore described in my US. Pat. Nos. 3,429,303 and 3,457,904 and need not be further described herein except to note that the included angle of conicity equivalence is preferably between and which has been found to be the range within which the fluid flow control is best achieved. The drawings, in FIGS. l-8, 10, 11 and 13, for purposes of clarity, illustrate this conicity equivalent angle as greater than it is in actual pracrice.

The member 46a further constitutes a restriction of a predetermined length within the fluid flow passageway. Similar members 46a are provided in all of the intake passageways, all having the same longitudinal dimensions and all having the same transverse crosssectional area at the upstream ends thereof, with the total of such cross-sectional areas being less than could accomodate the volume flow available from the intake manifold plenum 40. This construction has the result of equalizing the flow rates to the individual combustion chambers to provide uniform mixtures thereto which produces maximumefflciency in engine operation.

The same fluid flow control member 46a can be used as an insert in the exhaust port runner 26 as shown in FIG. 3. The peripheral flange 50 of the member 46a is, similarly to the disclosure of FIG. 2, sandwiched between a flange 54 of the exhaust manifold 34 and an exhaust manifold gasket 58.

The member 46a, as shown in FIG. 3, thus provides a peripheral space 62. Since unburned hydrocarbons and other solids emitted from the combustion chamber on the exhaust stroke of the piston tend to flow along the walls of the exhaust passageway, this space 62 serves to trap them at a location close to the engine where they will be subjected to the turbulent hot exhaust gases as well as cylinder head engine heat and consumed prior to being entrained in the exhaust rather than discharged through the exhaust manifold 34 to the exhaust pipe (not shown). This contributes highly to the reduction in hydrocarbon and solid pollutant emissions from the engine.

With similar insert members 46a in each exhaust port runner 26, all having the same restricted crosssectional areas and the same lengths, exhaust flow from all of the cylinders is made substantially uniform, with equalized back pressure, thus further evening out the operating characteristics of the cylinders of the engine to promote higher efficiency and improved operation thereof.

I have found, through testing of used engines in which the inserts as heretofore described were installed, that not only are the various exhaust pollutants reduced significantly, but over an extended period of operation the emission of CO, NO and hydrocarbons continues to decrease, indicating that carbon deposits are being eliminated from otherwise rich burning engine cylinders, resulting in a cleaner running engine, increased spark-plug, piston ring and valve life, and producing a cooler operating engine with its obvious consequent advantages. Further, evening out of the charge delivered to the cylinders of the engine increases engine power, permitting the engine to be run on a much leaner fuel-air mixture, thus drastically reducing the oxides of nitrogen.

It has also been demonstrated that no deliterious effects result from the provision of the inserts.

FIG. 4 illustrates an insert member 46b which has a peripheral flange 64 integrally formed with the member 46b and extending from the midsection thereof between the upstream and downstream ends such that one end of the insert member 46b projects into the manifold passage 36 and the other end projects into the cylinder head port runner passage 24. Also, it will be seen that the flange 64 replaces the conventional gasket between the manifold 32 and cylinder head 16.

FIG. 5 illustrates the configuration of a fluid flow control member 46c in which a flange 66 is formed integrally with the smaller cross sectional end of the member 46c for clamping between the intake manifold flange 52 and cylinder head 16, and has a return bent portion 66a forming a peripheral space 68 for the entrapment of unvaporized or unatomized liquid fuel in the fuel-air mixture for the purposes heretofore described.

FIG. 6 illustrates arfluid flow control member 46d which is similar to the member 46a of FIG. 2 but has a flange 70 which serves as the gasket between the intake manifold flange 52 and the cylinder head 16.

FIG. 7 illustrates a structure in which a fluid flow control member 46e is integral withthe manifold 32 and is formed to provide a peripheral space 72 around the smaller upstream end of the member 46e for entrapment of liquid fuel as heretofore described.

FIG. 8 illustrates a simplified fluid flow control member 46f which in effect is simply the gasket sandwiched between the manifold 32 and the cylinder head 16 but having an opening 74 of a cross-sectional area smaller than the corss-sectional area of the fluid flow passageway and thereby providing a shoulder against which liquid fuel will be trapped and caused to flow inward toward the opening 74 where it will be atomized over the edge thereof. It will be noted that in this configuration, will all of the members 46f having the same thickness or constituting a single gasket with a plurality of openings 74, one for each cylinder, the axial length of the restricted openings 74 will all be the same, and this configuration will tend to even out the fuel-air charges inducted into the intake port runners 24. However, the frusto-conical equivalent formation is not provided in this configuration.

FIG. 9 illustrates an engine 76 having the cylinder head 16 on which the intake manifold 32 is adapted to be secured by means of the studs 34. In this configuration, fuel flow control members 46g are integrally formed with a manifold gasket 78 by stamping or any other means desired. The members 46g will thus be disposed within the passages of the manifold 32 substantially as in the configuration of FIG. 6.

It will be readily appreciated that any of the configurations shown may be equally adapted to the exhaust system of the engine as well as to the intake system for the purposes and functions described in relation to the fluid flow control members disclosed in FIGS. 2 and 3.

vides a peripheral space 80 as shown for liquid entrapment purposes as heretofore described.

FIGZ 11 illustrates a fluid flow control member 46i having its larger end formed to be press fit within the intake port runner 24 closely adjacent the intake valve port 20, thereby providing a peripheral space 82 for the previously described purposes.

FIG. 12 illustrates a fluid flow control member 64j which consists of a substantially straight cylindrical member having its downstream end press fit within the intake port runner 24 which is enlarged close to the intake port 20 to provide a peripheral space 84 for the same purposes heretofore described.

FIG. 13 illustrates a fliud flow control member 46k which has its larger cross-sectional end forged outwardly to engage in a peripheral groove 86 formed in the cylinder head 16 closely adjacent the intake valve port 20, thereby providing a peripheral space 88 for the above described purposes. I

The

spaces

80, 82, 84 and 88 of the embodiments of the invention shown in FIGS. l0l3 act to trap liquid fuel in an area of the cylinder head 16 which is close to the combustion chamber 18 and hence is subject to higher temperatures for vaporization.

Although I have shown and described only a few preferred embodiments of my invention, it will be apparent to one skilled in the art to which the invention pertains that various changes and modifications may be made therein without departing from the spirit of the invention or the scope of the appended claims.

I claim:

1. A manifold and port runner structure for an internal combustion engine having a cylinder head provided with combustion chambers and valve ports opening thereto, said structure comprising:

a. port runners defining fluid passages extending from said valve ports to the exterior of said cylinder head,

b. a manifold secured to said cylinder head and having a plenum and fluid passages registering and openly connected with said port runner fluid passages, said passages thereby forming separate fluid flow passageways connecting said manifold plenum with said valve ports, j

. a fluid flow control member formed of sheet material and disposed within at least one of said passageways, said member formed with an opening having at least in one transverse cross-section a cross-sectional area less than the smallest transverse cross-sectional area of said passageway and defining a peripheral restriction therein, and

d. said opening in said member increasing in crosssectional area from its upstream end to its downstream end with respect to fluid flow in said passageway, the included angle of cross-sectional area divergence of said opening being no greater than 2. The structure as defined in claim 1 and in which said member is disposed substantially entirely within said manifold fluid passage.

3. The structure as defined in claim 1 and in which said member is disposed substantially entirely within said port runner fluid passage.

4. The structure as defined in claim 1 and in which said member is disposed partially within said manifold fluid passage and partially within said port runner fluid passage.

5. The structure as defined in claim 1 and in which the peripheral edge of the larger cross-sectional area end of said member is adjacent the peripheral wall surface of a passageway.

6. The structure as defined in claim 1 and in which said member comprises a gasket sealingly sandwiched between said manifold and said cylinder head.

7. The structure as defined in claim land in which said member comprises an integral gasket sealingly sandwiched between said manifold and said cylinder head and having openings disposed in a plurality of passageways.

8. The structure as defined in claim 1 and in which said member is formed to provide a peripheral space around the exterior of said member and facing toward the upstream end thereof, and arranged to retain liquid fuel until vaporization thereof or until it can creep inwardly to the upstream end of said opening, said upstream end having an edge effective to atomize said liquid by the shearing action of flow into said member.

9. The structure as defined in claim 1 and in which one of said valve ports of each cylinder combustion chamber is an exhaust port, and said manifold and port runner fluid passages define an exhaust passageway open to said exhaust port.

10. The structure as defined in claim 1 wherein an end of said member is formed to be press fit into said passageway.

11. The structure as in claim 1 wherein said passageway has a peripheral groove, and one end of said member has a flange retained in said groove.

12. The structure as defined in claim 1 and in which said member has a peripheral outwardly extending flange disposed and secured between abutting peripheral passage edges of said manifold and said cylinder head.

13. The structure as defined in claim 12 and in which said flange is connected to the larger cross-sectional area end of said member.

14. The structure as defined in claim 12 and in which said flange is connected to the smaller cross sectional area end of said member.

15. The structure as defined in claim 12 and in which said flange is connected intermediate the ends of said member.

16. The structure as defined in claim I and in which one of said valve ports of each cylinder combustion chamber is an intake port, and said manifold and port runner fluidpassages define an intake passageway open to an intake port. I

17. The structure as defined in claim 16 wherein'said member is disposed within said port runner fluid passage adjacent said intake port.

18. The structure as defined in claim 17 wherein the end of said member closest to said intake port is formed to be press fit into said port runner.

19. The structure as defined in claim 17 wherein said port runner fluid passage adjacent said intake port has a peripheral groove, and the end of said member closest to said intake port has a flange retained in said groove.

20. The structure as defined in claim 1 and in which similar separate members are disposed in each passageway.

21. The structure as defined in claim 20 and in which the openings in said members are all of equal length.

22. The structure as defined in claim 1 and in which one of said valve ports of each cylinder combustion chamber is an intake port, and said manifold and port runner fluid passages define separate intake passageways open to said intake ports, and similar members are disposed in each passageway, the total crosssectional areas of said member openings being less than could accommodate the total flow available from the manifold plenum.

23. The structure as defined in claim 22 and in which the openings in said members are all of equal length.

24. The structure as defined in claim 1 and in which one of said valve ports of each cylinder combustion chamber is an exhaust port, and said manifold and port runner fluid passages define separate exhaust passageways open to said exhaust ports, and similar members are disposed in each passageway, the total crosssectional areas of said member openings being less than could accommodate the total flow available from said combustion chambers.

25. The structure as defined in claim 24 and in which the openings in said members are all of equal length.

26. In an internal combustion engine cylinder head structureprovided with a combustion chamber and an intake port runner terminating in an intake valve port opening to said combustion chamber, the improvement comprising a member associated with said port runner and forming a peripheral recess facing upstream of flow through said port runner and positioned to trap liquid entrained in gases flowing through said port runner to said intake valve port, and to retain said liquid until it vaporizes or creeps inward into the upstream end of said member, said upstream end having an edge effective to atomize said liquid by shearing action of gas flow into said member.

27. The improvement as defined in claim 26 wherein said member is disposed adjacent said intake valve port.

28. The improvement as defined in claim 26 wherein said member comprises a separable element affixed within said port runner.

29. The improvement as defined in claim 26 wherein said member is integral with said cylinder head.

30. The improvement as defined in claim 26 wherein said recess encircles said valve port.

31. The improvement as defined in claim 26 including an intake manifold secured to said cylinder head structure and having an intake opening registering with said port runner, wherein said member is adajcen't the area of registration of said manifold and said port runner.

32. The improvement as defined in claim 31 wherein said member comprises a separable element affixed between said cylinder head structure and said manifold.

said member is integral with said manifold. i= l l= UNITED STATES PATENT OFFICE CERTIFICATE OF CORREfiTiON Dated July 16, 1974 Patent No. 3 82 3, 702

Inv nmfls) Charles G. Roberts It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column 2, line 8, change "fragmantary" to --fragmentary-.

Column 2, line 60, change "end" to --tend-.

Column 5, line 1, change "FIGZ" to --FIG.'--.

Signed and sealed this 5th day of November 1974,

(SEAL) Attestz McCOY M. GIBSGN JR. C. MARSHALL DANN Attesting Officer 1 Commissioner of Patents USCOMM-DC 6O376-P69 U.S GOVERNMENT PRINTING OFFICE I959 0-368-334 FORM PO-105O (10-69)

Claims

1. A manifold and port runner structure for an internal combustion engine having a cylinder head provided with combustion chambers and valve ports opening thereto, said structure comprising: a. port runners defining fluid passages extending from said valve ports to the exterior of said cylinder head, b. a manifold secured to said cylinder head and having a plenum and fluid passages registering and openly connected with said port runner fluid passages, said passages thereby forming separate fluid flow passageways connecting said manifold plenum with said valve ports, c. a fluid flow control member formed of sheet material and disposed within at least one of said passageways, said member formed with an opening having at least in one transverse crosssection a cross-sectional area less than the smallest transverse cross-sectional area of said passageway and defining a peripheral restriction therein, and d. said opening in said member increasing in cross-sectional area from its upstream end to its downstream end with respect to fluid flow in said passageway, the included angle of crosssectional area divergence of said opening being no greater than 10*.

2. The structure as defined in claim 1 and in which said member is disposed substantially entirely within said manifold fluid passage.

7. The structure as defined in claim 1 and in which said member comprises an integral gasket sealingly sandwiched between said manifold and said cylinder head and having openings disposed in a plurality of passageways.

16. The structure as defined in claim 1 and in which one of said valve ports of each cylinder combustion chamber is an intake port, and said manifold and port runner fluid passages define an intake passageway open to an intake port.

17. The structure as defined in claim 16 wherein said member is disposed within said port runner fluid passage adjacent said intake port.

22. The structure as defined in claim 1 and in which one of said valve ports of each cylinder combustion chamber is an intake port, and said manifold and port runner fluid passages define separate intake passageways open to said intake ports, and similar members are disposed in each passageway, the total cross-sectional areas of said member openings being less than could accommodate the total flow available from the manifold plenum.

24. The structure as defined in claim 1 and in which one of said valve ports of each cylinder combustion chamber is an exhaust port, and said manifold and port runner fluid passages define separate exhaust passageways open to said exhaust ports, and similar members are disposed in each passageway, the total cross-sectional areas of said member openings being less than could accommodate the total flow available from said combustion chambers.

26. In an internal combustion engine cylinder head structure provided with a combustion chamber and an intake port runner terminating in an intake valve port opening to said combustion chamber, the improvement comprising a member associated with said port runner and forming a peripheral recess facing upstream of flow through said port runner and positioned to trap liquid entrained in gases flowing through said port runner to said intake valve port, and to retain said liquid until it vaporizes or creeps inward into the upstream end of said member, said upstream end having an edge effective to atomize said liquid by shearing action of gas flow into said member.

31. The improvement as defined in claim 26 including an intake manifold secured to said cylinder head structure and having an intake opening registering with said port runner, wherein said member is adajcent the area of registration of said manifold and said port runner.

33. The improvement as defined in claim 31 wherein said recess is disposed within said cylinder head structure.

34. The improvement as defined in claim 31 wherein said recess is disposed at the juncture of said cylinder head structure and Said manifold.

35. The improvement as defined in claim 31 wherein said recess is disposed within said manifold.

36. The improvement as defined in claim 31 wherein said member is integral with said manifold.