|Publication number||US1893502 A|
|Publication date||Jan 10, 1933|
|Filing date||Jul 22, 1930|
|Priority date||Jul 22, 1930|
|Publication number||US 1893502 A, US 1893502A, US-A-1893502, US1893502 A, US1893502A|
|Inventors||Arthur E Kuehn|
|Original Assignee||Arthur E Kuehn|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (5), Classifications (9)|
|External Links: USPTO, USPTO Assignment, Espacenet|
Jan. 10, 1933. A. E. KUEHN 1,893,502
INTAKE MANIFOLD FOR MOTORS Filed July 22. 1930 ATTORNEY Patented Jan. 10, 1933 UNITED STATES ARTHUR E. KUEHN, OF PORTLAND, OREGON INTAKE MANIFOLD non Moron-s Application filed July 22, 1980. Serial No. 469,686.
This invention relates to means for varying the vacuum within an intake manifold that is applied to a delivery pipe from a carburetor and conducts explosive mixtures to the firing chambers of an internal combustion engine, in order that there may be maintained a balanced explosive mixture within the intake manifold at all times irrespective of any sudden movements of the throttle.
Prior to my present invention it was very difficult to obtain a balanced explosive mixture, this is, a proper proportion of air to gasoline vapor at all times especially when the throttle was suddenly opened, or suddenly closed. \Vhen the throttle was opened suddenly and the fuel stream increased, the
engine misfired and choked because the explosive was too lean and unbalanced. Thls is due to the difference in the inertia of the fuel and the air entering the carburetor, the inertia of the fuel being greater than that of the air and therefore the ratio of the two components varies until the increased acceleration of the engine increases the velocity of the fuel passing through the carburetor.
When the throttle was closed suddenly and the fuel stream decreased the engine usually sputtered and backfired and permitted a sub stantial amount of unused explosive mixture to be spent through the exhaust because the explosive mixture was unbalanced.
By the use of my device it is impossible to cause choking, misfiring, or sputtering even though the present day motor fuels do not vaporize readily and it is a well known fact that a large percentage of the fuel is not vaporized until it has reached the intake manifold.
It is an object of my invention to provide means in an intake manifold whereby a throttle action for varying the volume therein takes place and wherein a proper amount of the explosive mixture will be maintained to satisfy the acceleration, or deceleration of the engine. In other words, I desire to obtain uniformity in the character of the explosive mixture with varying loads and varying speeds of the engine. Another object of my invention is to provide a valve mechanism in the intake manifold, controllable by the throttle, whereby the vacuumin the intake manifold is increased in dlrect proportion to the opening of the throttle and the flow of fuel is thereby in direct proportion to the closing of the throttle, and the fuel intake is decreased proportionately.
A still further object of my invention is to provide a sufiicient quantity of properly prepared explosive mixture within the intake manifold absolutely necessary for the proper functioning of the engine; the quantity varying with the speed and load of the engine.
A still further object of my invention is to provide means for adjusting the amount of pressure to be applied to the means disposed within the intake manifold when the throttle is suddenly moved for increasing, or decreasing the flow of fuel.
A still further object of my invention is to increase the operating efliciency of the carburetor.
lVith these and incidental objects in view, the invention consists in certain novel features of construction and combination of parts, the essential elements of which are set forth in the appended claims, and a preferred form of embodiment of which is hereinafter shown with reference to the drawing which accompanies and forms a part of the specification. 7
In the drawing:
Fig. 1 is a side view of an automotive vehicle illustrating one of my new and improved devices in place upon the inlet manifold of the engine; the device being disposed lietween the carburetor and the engine cylin= c ers.
Fig. 2 is a side view, partially in section, of one of my new and improved devices.
Fig. 3 is a sectional, end view, of the mechanism illustrating in Fig. 2, the same being taken on line 3-3 of Fig. 2, looking in the direction indicated. 7
Fig. 4 is a sectional, top, plan view of the mechanism illustrated in Fig. 3, the same being taken on line -l l of Fig. 2 looking in the direction indicated.
Fig. 5 is a perspective, end view, of the valve disposed within a cylinder of the inlet manifold.
Like, reference characters refer to like parts throughout the several views.
My invention is primarily intended for placement upon the inlet manifold of the cylinder block 1 of an automotive engine and upon which I have shown my device as being placed, but I do not wish to be limited in the use of my device for placement upon automotive engines as the same may be used with equal facility upon all types of internal combustion engines. Neither do I wish to be limited in the application of my device in the specific form herein illustrated as the same may be made in various forms.
In preferred embodiment I make the inle manifold 2 elliptical in shape with substantially circular ends 3 and 1- and parallelly disposed side walls 5 and 6. Outlets 7 and 8 are disposed at the discharge side of the inlet manifold and have flanges 9 and 10 which are secured to the motor block by any suitable fastening means, as by fastening bolts 11. The fastening bolts pass through bolt holes 12 and 13 that are disposed in each of the flanges. A removable head 14 is removably secured to the upperend of the inlet manifold and a passageway 15 is disposed through one of the walls of the inlet manifold with a flange 16 being secured thereto. The purpose and object of the flange is to secure the same to the carburetor 17.
A valve 18 which is preferably formed of plates 19 and 20 spaced apart by leathers 21 and 22 is disposed within the intake manifold. A relatively tight working relationship is maintained with the walls of the inlet manifold. The valve 18 is supported upon valve stems 23 and 24 that pass through bosses 25 and 26 disposed upon head 14.
, Supporting legs 27 and 28 extend upwardly from the head 14 and a rocker shaft 29 is journaled therein. Walking beams 30 and 31 are disposed upon the rocker shaft 29 and links 32 and 33 are disposed between the valve stems 23 and 2-l and the walking beams 30 and 31 with the links interposed therebetween being journaled relative thereto about journal pins 34 and 35. An operating lever .36 is secured to the rocker shaft 29. r
A bell crank 37 is rockably disposed upon a supporting pin 37A which is secured to the intake manifold 2. A rod 39 is secured to one end of the bell crank and leads to either the foot, or hand throttle. Links 39A and 40 are secured to the other end of the bell crank 37. The link 39A is attached to the carburetor valve and the link lO is disposed through the operating lever 36 and has its free end threaded. A compressible element as a coil spring fl is disposed about link 40 lmmediately above the operating lever 36 and a nut is threadably disposed upon the free end 43 of link 4:0. The spring 41 may be com-- pressed relative to the operating lever 36 to any desired tension by adjusting the nut l2.
It will be remembered that the valve 18 is in a tightworking relationship with the inner wall of the intake manifold 2 and it will be understood that the valve 18 will lag momentarily when the throttle is opened, or closed suddenly, due to such intimate relationship between the valve and the inner wall of the manifold. This is desirable since prior to the sudden opening, or closing of the throttle there is a sufficient quantity of properly prepared explosive mixture within the intake manifold absolutely necessary for the proper functioning of the engine in accordance with the R. P. M. of the engine. By the time this explosive mixture is consumed the valve has reached the position determinable by the movement of the throttle and a vacuinn created so that the ratio of air passing through the carburetor and the ratio of fuel hi.
passing through the carburetor is equal, and the chambers of the engine are in position to consume the explosive mixture now entering therein from the intake manifold whose volume has been varied by the actuation of the throttle.
Models 0 percmdi Having fully described my invent-ion its operation is as follows:
It will be assu ne d that the starting point for the functioning of my improved manifold begins 'th the valve 18 at the lowest position rel tive to the base of the intake manifold and when in such position the entake manifold so that each is opened. How- I ever, due to the fact that the valve 18 is in tightworking relationship with the inner walls of the manilolc. and due to the fact that it is desirable to maintain a lag between the movement of the carburetor valve and 13116 valve 18, the spring &1 whose tension is determinable by the adjustment of the nut 42 about the link lO takes up a suflicient amount of pull originally exerted against t is link 40 by the actuation of the throttle and permits the valve 18 to move upwardly at a much slower rate than the carburetor valve. It is obvious that as the valve 18 moves upwardly a substantial suction, or vacuum iscreated within the intake manilf the throttle is opened use fold so that the explosive mixture prepared within the carburetor enters into the intake manifold at a very abnormal speed and ex pands quickly so that tu'rbulance takes place therein which assists in the further prepara tion of the explosive mixture which then en ters into the firing chambers properly bal anced. Too much stress cannot be laid on the fact that the valve 18, which determines the amount of vacuum within the intake manifold lags so that while the vacuum of the manifold is eventually increased, the increase occurs so gradually that the initial shocks derived from the sudden moving of the throttle is ofiset thereby and the mixture entering the firing chamber will always be of sufficient quantity to satisfy the acceleration of the engine.
While the form of mechanism herein shown and described is admirably adapted to fulfill the objects primarily stated, it is to be understood that it is not intended to confine the invention to the one form of embodiment herein shown and described, as it is susceptible of embodiment in various forms, all coming within the scope of the claims which follow.
lVhat I claim is:
1. In a device of the class described, in combination with a carburetor, a manifold secured thereto, a valve reciprocably disposed therein, said valve being in tight working relationship with the walls of the manifold, a pair of valve stems extending upward ly through the upper portion of the manifold, a pair of supporting le 's having journal bearings disposed within their free ends disposed upon the manifold, a shaft rockably journaled within the supporting legs, walking beams secured to the ends of the shaft, links secured to the walking beams and to the valve stems, an operating lever secured to the shaft, a bell crank journaled to the manifold and having one of its arms in direct alignment with the operating lever, links associated with the same arm and with the operating lever and carburetor valve, and means secured to the other arm of the bell crank for synchronically operating the valve disposed within the manifold and the valve disposed within the carburetor.
2. Apparatus as in claim 1 wherein a spring is disposed above the operating lever and about the link disposed therethrough, whose tension is adjustable, said tension of the spring adapted to effect the rate of movement of the valve within the manifold.
ARTHUR E. KUEHN.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2835235 *||Jun 20, 1955||May 20, 1958||Daimler Benz Ag||Intake manifold for internal combustion engines|
|US3177854 *||Jan 28, 1964||Apr 13, 1965||Alfa Romeo Spa||Resonance induction device for internal-combustion engines|
|US4210107 *||Mar 12, 1979||Jul 1, 1980||Shaffer Donald J||Tuneable intake manifold|
|US4274368 *||May 16, 1980||Jun 23, 1981||Shaffer Donald J||Tuneable intake manifold|
|US4977866 *||Mar 21, 1990||Dec 18, 1990||Don Wilkins||Flow control system for intake manifold|
|U.S. Classification||123/184.53, 261/65|
|International Classification||F02M7/06, F02M63/00|
|Cooperative Classification||F02M63/00, F02M7/06, F02M2700/05|
|European Classification||F02M63/00, F02M7/06|