Note: Descriptions are shown in the official language in which they were submitted.
G-1693 / C-4212
I~'TEGRATED II~DUCTION ,SYSTEM
Technical Field
This invention relates to induction systems
and, more particularly, to an integrated induction
system for delivering fluids to the cylinders of an
engine.
sackground
Intake manifolds commonly deliver air to the
cylinders of an engine. Other fluids are typically
delivered to the cylinders of an engine by systems
connected to or separate from the intake manifold, such
as fuel injection systems, exhaust gas recirculation
systems, positive crankcase ventilation systems and fuel
tank vapor systems. The components for these various
systems are commonly assembled separately from the
intake manifold and individually mounted on the engine
or manifold.
Separate assembly of the intake manifold and
the various fluid delivery system components can entail
considerable difficulty and expense due to the
interdependency of the various systems. Proper
alignment, tight connections and fully coordinated
control systems are often critical to the optimum
functioning of the various systems. Such design and
manufacturing requirements can be difficult to meet when
separately assembling the various system assemblies and
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mounting them on an engine. For similar reasons,
mounting the assembled components of these various
systems as separate assemblies can also require
substantial effort and expense.
The fluid delivery systems described above
typically include many relatively small and fragile
components as compared to other engine components such
as blocks and cylinder heads. Some of the components of
the fluid delivery systems must be connected with
similar components in other fluid delivery systems
after their attachment to the engine. Engine assembly
can therefore be made very complex due to the methods
required to connect the components of the various fluid
delivery systems to one another and to the engine as
contrasted with the methods used to assemble the larger
engine components.
Many of the fluid delivery system assemblies
are often rigidly attached to the engine in close
proximity to one another and have a number of rigid
connections between the various components of the
different systems. Therefore, access to one system
assembly often requires the difficult disengagement of a
number of rigid connections as well as removal of a
number of components to gain access to the desired
components.
Summary of the Invention
The present invention provides an integrated
induction system which contains in one assembly many of
the components of the various fluid delivery systems
of an engine which have heretofore been separately
assembled and mounted on the engine.
In its simplest form, the integrated induction
system comprises a casing adapted for mounting on the
engine. The casing has an air inlet and a plurality of
fluid outlets. Each of the fluid outlets is adapted to
communicate with a respective cylinder in the engine. A
plurality of air tubes are disposed within the casing
with the air tubes occupying a portion of the interior
of the casing and the unoccupied portion of the casing
constituting a plenum. The air tubes are positioned
within the casing so that the plenum provides a flow
path from the air inlet to the air tubes. One end of
each of the air tubes opens from the plenum and the
other end engages the casing adjacent one of the fluid
outlets to allow communication between the plenum and
the cylinders in the engine. Air entering into the
plenum through the air inlet is thereby introduced via
each of the air tubes into the respective cylinders. A
fuel injection assembly is mounted within the casing to
inject fuel into the air exiting the air tubes adjacent
each of the fluid outlets to cause a mixture of air and
fuel to enter the respective cylinders.
The integrated induction system may include a
carrier to which the fuel injection assembly and other
components which may be contained within the casing are
connected. The integrated induction system may also
include distribution mountings disposed between the
casing and the engine. Each distribution mounting has
mounting passages which allow communication between the
interior of the casing and cylinders. Air and fuel
inside the casing is thereby able to enter the
cylinders. Each distribution mounting also has
distribution passages which allow communication between
the cylinders and a supplemental fluid source located
outside the casing. Supplemental fluids, such as
exhaust gas, crankcase gas or fuel tank vapors, are
thereby able to flow into the cylinders.
Containment of certain fluid delivery system
components within a casing has a number of advantages.
The casing can protect the fluid delivery system
components contained within it. This allows the use of
easily releasable connectors to connect the components
inside the casing to one another and to the casing. ~he
number of fasteners required is thereby reduced to
facilitate assembly of the components. The casing also
muffles the noise produced by the components contained
within it reducing the sound produced by the engine.
Assembly of the integrated induction system is
facilitated by containment of the fluid delivery system
components within the casing. Alignment, connecticn and
coordination of the various components can take place
separate from the assembly of the other parts of the
engine in an environment specifically designed to
facilitate assembly of many of these small components.
Testing of the various fluid delivery systems prior to
attachment to the engine is also possible. The
integrated induction system may then be mounted on the
engine as a tested, single unit comparable in size to
many of the other components typically handled during
assembly of an engine.
These and other features and advantages of the
invention will be more fully understood from the
following description of certain specific embodiments of
the invention taken together with the accompanying
drawings.
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Brief Drawing Description
In the drawings:
Figure 1 is an exploded view of an inteqrated
induction system in accordance with the present
invention;
Figure 2 is an enlarged transverse sectional
view of the integrated induction system of Figure 1
generally in a plane between air tubes showing so~e
components in assembly;
Figure 3 is a plan view in the plane indicated
by line 3-3 of Figure 2 with the cover removed and part
of the carrier being broken away showing some components
in assembly;
Figure 4 is an enlarged sectional view
generally in the plane indicated by line 4-4 of Figure 3
showing some components connected to the carrier
adjacent the air inlet;
Figure 5 is a view in the plane indicated by
line 5-5 of Figure 2 showing the bottom of the cover of
the casing;
Figure 6 is an enlarged cross-sectional view
in the plane indicated by line 6-6 of Figure 2 showing
portions of the cover and air tubes;
Figure 7 is an enlarged view of circled
portion 7 of Figure 2 showing a spring clip;
Figure 8 is a perspective view of the spring
clip of Figure 7;
Figure 9 is an enlarged view of circled
portion 9 of Figure 2 showing the conduit bridge in the
closed position (in solid lines) and in the open
position (in phantom);
Figure 10 is a perspective view of a
half-section of an air tube shown in Figure 1;
Figure 11 is an enlarged cross-sectional view
through an injector pod in the plane indicated by line
11-11 of Figure 3;
Figure 12 is a perspective view of the
injector pod shown in Figure 11;
Figure 13 is an enlarged view of circled
portion 13 of Figure 3 showing the connection between
the temperature sensor, pressure sensor and carrier;
Figure 14 is an enlarged view of the
temperature sensor (in solid lines) and portions of the
carrier (in phantom) contained within the circled
portion 14 of Figure 4;
Figure 15 is a cross-sectional view of the
temperature sensor generally in the plane indicated by
line 15-15 of Figure 14;
Figure 16 is a cross-sectional view of the
temperature sensor generally in the plane indicated by
line 16-16 of Figure 14;
Figure 17 is an enlarged view corresponding to
Figure 14 showing a second embodiment of the temperature
sensor (in solid lines) and portions of a second
embodiment of the carrier (in phantom);
Figure 18 is an enlarged cross-sectional view
of the second embodiment of the temperature sensor
generally in the plane indicated by line 18-18 of Figure
17;
Figure 19 is an enlarged bottom view of a
distribution mounting in the plane indicated by line
l9-l9 of Figure 2;
Figure 20 is a view corresponding to Figure 19
showing a second embodiment of a distribution mounting;
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Figure 21 is an enlarged plan view of a
cylinder head in the plane indicated by line 21-21 of
Figure 2;
Figure 22 is a perspective view showing a
portion of an upper mounting gasket of Figure 1;
Figure 23 is a perspective view showing a
portion of a lower mounting gasket of Figure l;
Figure 24 is a portion of a longitudinal
cross-sectional view of a distribution mounting of
Figure 1 showing the upper and lower mounting gaskets
connected to it;
Figure 25 is an enlarged transverse sectional
view of an alternative embodiment of the integrated
induction system of Figure 1 generally in a plane
between the air tubes showing some components in
assembly;
Figure 26 is a plan view in the plane
indicated by line 26-26 of Figure 25 with the cover
removed and part of the carrier being broken away
showing some components in assembly;
Figure 27 is an enlarged sectional view
generally in the plane indicated by line 27-27 of Figure
26 showing some components connected to the carrier
adjacent the air inlet;
Figure 28 is an enlarged sectional view
generally in the plane indicated by line 28-28 of Figure
26 showing the conduit;
Figure 29 is a perspective view of an air tube
shown in Figures 25 and 26;
Figure 30 is an exploded view of the air tube
shown in Figure 29;
Figure 31 is an enlarged partial sectional
view generally in the plane indicated by line 31-31 of
Figure 26 showing the temperature sensor (in solid
lines) and portions of the carrier (in phantom);
Figure 32 is a partial cross-sectional view of
the temperature sensor generally in the plane indicated
by line 32-32 of Figuse 31;
Figure 33 is a cross-sectional view of the
temperature sensor generally in the plane indicated by
line 33-33 of Figure 31;
Figure 34 is an exploded view of the
distribution mounting, including the upper and lower
mounting gaskets, of Figure 25;
Figure 35 is a longitudinal sectional view
through the retaining pins at one end of the
distribution mounting of Figure 34 showing the upper and
lower mounting gaskets connected to them;
Figure 36 is a transverse sectional view
through the retaining pins at the end of the
distribution mounting of Figure 34 showing the upper and
lower mounting gaskets connected to them;
Figure 37 is an enlarged perspective view of
the wiring harness housing of Figure 26;
Figure 38 is an enlarged cross-sectional view
of the pressure relief valve generally in the plane
indicated by line 38-38 of Figure 26;
Figure 39 is an elevational view of the
pressure relief valve generally in the plane indicated
by line 39-39 of Figure 38; and
Figure 40 is an enlarged view of the seal ring
of Figure 25.
Corresponding reference characters indicate
corresponding parts throughout the several views of the
drawings.
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Detailed Description
Referring now to Figures 1, 2, 3 and 4 of the
drawings, numeral 30 generally indicates an integrated
induction system of the present invention to provide
air, fuel and other fluids to the cylinders in the
engine. An alternative embodiment of the integrated
induction system 30e is shown in Figures 25, 26 and 27.
Parts similar to those shown in Figures 1, 2, 3 and 4
have the same reference numeral with the addition of the
suffix e. ~riefly, the integrated induction system 30
comprises a casing 33, a plurality of air tubes 35
disposed within the casing and a fuel injection assembly
39 mounted within the casing. The casing 33 has an air
inlet 31 enabling air to enter the casing and a
plurality of fluid outlets 32 enabling fluids to exit
the casing. The fluid outlets 32 are formed in the
casing 33 so that, when the casing is mounted on the
cylinder heads 37, each fluid outlet 32 communicates
with a respective cylinder inlet 34.
The air tubes 35 occupy a portion of the
interior volume of the casing 33 with the unoccupied
portion of the casing constituting a plenum 36. The air
tubes 35 are positioned in the casing 33 so that the
plenum 36 provides a flow path from the air inlet 31 to
the air tubes. One end of each air tube 35,
constituting the air tube inlet 38, opens from the
plenum 36. The other end of the air tube 35,
constituting the air tube outlet 40, engages the casing
33 adjacent a respective fluid outlet 32 to allow
communication between the plenum 36 and a respective
cylinder. Air entering into the plenum 36 through the
air inlet 31 is thereby introduced via each of the air
tubes 35 into the respective cylinders.
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The fuel injection assernbly 39 includes a fuel
injector 41 directed toward each fluid outlet 32. The
fuel injectors 41 inject fuel into the air exiting the
air tubes 35 adjacent the fluid outlets 32 to cause a
mixture of air and fuel to enter the respective
cylinders. The integrated induction system 30 may also
include a carrier 42 connected to the fuel injection
assembly 39 and other components contained within the
casing 33.
The casing 33 may be supported on distribution
mountings 44 disposed between it and the cylinder heads
37. Each distribution mounting 44 has mounting passages
48 which allow communication between the casing and
cylinders to enable the air and fuel inside the casing
to enter the cylinders. Each distribution mounting 44
also has distribution passages 50 which allow
communication between a supplemental fluid source
located outside the casing 33 and the cylinders.
Supplemental fluids, such as exhaust gas, crankcase gas
or fuel vapors, are th,ereby able to flow into the
cylinders.
Casing
As shown in Figures 1 and 2, the casing 33
comprises an enclosure defined by a shell 52 and a
cover 54. The cover 54 is removable to provide access
to the interior of the casinq 33. As shown in Figure 5,
the inner surface of the cover 54 has curved grooves 56
which are transverse to the axis of the shell 52 and
correspond to each of the air tubes 35. The cover 54
has a cylindrical recess 57 in its bottom surface into
which the vacuum inlet 59 of a fuel pressure regulator
108 extends, as shown in Figure 4. The recess 57 is
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larger than the vacuum inlet 59 to allow the air inside
the casing to communicate with the fuel pressure
regulator 108.
The cover 54 has support ribs 58 and locator
ribs 60 extending from the bottom surface, as shown in
Figures 5 and 6. The support ribs 58 are located
between the grooves 56 and have limited extension away
from the cover 54 to avoid interference with the air
tubes 35. The locator ribs 60 may be slanted with
respect to the edges of the cover 54, in a similar
fashion as the support ribs 58 shown in Figure 5. The
support ribs 58 and the locator ribs 60 strengthen the
cover 54. The corners of the cover 54 may be shaped to
facilitate their grasping by robot grippers.
The upper surface of the cover may have
U-shaped clasps to retain wires, such as spark plug
wires, to the cover.
As shown in Figure 1, the shell 52 has an air
inlet 31 comprising an opening formed in one end of the
shell adjacent its top. The outer surface of the shell
52 adjacent the air inlet 31 is flat to enable a
throttle body 62, shown in Figure 3, or other air
metering device to be mounted on it to regulate the flow
of air into the casing 33. A throttle conduit 63 may
extend from the throttle body 62e to a reservoir to
carry water, which is used to heat the throttle body,
away from the throttle body. The throttle conduit 63
can be supported on brackets connected to the shell 52e,
as shown in Figure 26.
The inner surface of the shell 52 has
transverse grooves 64 similar to the grooves 56 in the
cover 54. Each transverse groove 64 corresponds to one
of the air tubes 35.
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As shown in Figures 1 and 2, the shell 52 has
fluid outlets 32 comprising openings formed in the
bottom of the shell adjacent its sides. The fluid
outlets 32 mate with respective mounting passages 48 to
allow communication between the inside of the casing 33
and the cylinders. The inner rows of fluid outlets 32
allow communication between the air tubes 35 and the
cylinders and constitute the air outlets 66. As shown
in Figure 25, the shell 52e may have upwardly extending
shoulders 67 adjacent each air outlet 66e against which
the air tube outlets 40e abut to obstruct inward lateral
shifting of the air tubes 35e with respect to the shell.
The outer rows of fluid outlets 32 allow communication
between the fuel injectors 41 and the cylinders and are
constituted by openings in injector seats 68. Each
injector seat 68 has a chamfered seat base 69 which
includes the opening. The injector seats 68 are cup
shaped to support the outlet of each fuel injector 41
mounted within it so that fuel can exit the fuel
injector and flow through the opening in the seat base
69 toward the cylinder inlet 34e. The shell 52 also has
a pod socket 72 adjacent each injector seat 68 to
provide a mounting for the fuel injection assembly 39.
As shown in Figure 25, the shell 52e may have footings
53 extending from its underside to enable the shell to
stand upright on a flat surface without additional means
of support.
As shown in Figure 1, a casing flange 80 is
formed in the sides of the shell 52 adjacent its upper
edge to serve as a mounting for the cover 54. Locating
the casing flanges 80 adjacent the top of the shell 52
facilitates the casting process used to fabricate the
shell. As shown in Figures 1 and 2, each casing fla~ige
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80 has a plurality of connecting bores 82. Each
connecting bore 82 has an enlarged upper portion,
producing a step 83 for connection of a spring clip 92.
Threaded connecting bolts 90 extend through openings in
the cover 54 into each connecting bore 82. The spring
clip 92 has internal threads corresponding to the
external threads on the connecting bolts 90. This
enables each connecting bolt 90 to be screwed into a
respective spring clip 92 adjacent the casing flange 80
to hold the cover 54 against the shell 52.
The cover 54 and shell 52 are constructed of
die cast magnesium using an AZ9lHP magnesium alloy. The
cover 54 and shell 52 may also be constructed of
aluminum, plastic or other forms of magnesium. Forming
the cover 54 and shell 52 of high strength material
provides protection to the components contained in it.
As shown in Figures 7 and 8, the spring clip
92 comprises a U-shaped resilient member 96 formed from
a flat metal strip. The ends of the U-shaped member 96
engage the casing flange 80 on opposite sides of each
connecting bore 82 so that the portion of the U-shaped
member between its ends is spaced apart from the casing
flange. A boss 98 with a clip bore 99 extends from the
inner portion of the U-shaped member 96 in a radial
direction so that the clip bore is coaxially aligned
with the connecting bore 82. The clip bore 99 has
internal threads which correspond to the external
threads on the connecting bolts 90.
A pair of elongate clip members 100 extend
upward from the inner portion of the U-shaped member 96
into the connecting bore 82. A portion of each clip
member 100 is bent inward between its end and the
U-shaped member 96 to form a stop 102. The end of each
13
14
clip member 100 is hook shaped to grasp the step 83 to
retain the clip 92 in alignment with respect to the
connecting bore 82.
The connecting bolts 90 are inserted into
openings in the cover 54 and connecting bores 82, and
screwed into respective clip bores 99 to retain the
cover 54 against the shell 52 when the pressure inside
the casing 33 is below a predetermined limit. If the
pressure inside the casing 33, however, reaches or
exceeds the predetermined limit, the U-shaped member ~6
deflects toward the casing flange 80 allowing the cover
54 to separate from the shell 52. The stop 102 engages
the lower surface of the casing flange 80 thereby
limiting the deflection of the u-shaped member 96. It
is also possible to use the spring clips 92 with other
enclosures.
As shown in Figure 25, it is also possible for
a threaded mounting bolt 298e to extend through the
casing flange 80e and distribution mounting 44e into a
bore in a respective cylinder head 37e having internal
threads corresponding to the threads on the mounting
bolt. Screwing the mounting bolt 298e into the bore in
the cylinder head 37e pulls the cover 54e down onto the
shell 52e to secure the cover to the shell. In this
construction, the casing flange 80e extends between the
underside of the cover 54e and the upper surface of the
distribution mountings 44e.
As an alternative to the spring clips 92, the
casing 33e may include a pressure relief valve 85 shown
in Figures 38 and 39. The valve 85 comprises a
glass-filled nylon valve bracket 87 having opposing
valve walls 88 depending from a valve base 89. The
valve walls 88 form an acute angle and one of the valve
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walls has a valve opening 91. Two valve return springs
104 are connected to a nylon valve pane 94, by pins, and
to the valve walls 88. The return springs 104 enable
the valve pane 94 to pivot between a closed position,
indicated by numeral 95, wherein the valve pane overlays
the valve opening 91, and an open position, indicated by
numeral 97, wherein the valve pane is pivoted away from
the valve opening. O-rings are disposed in recesses in
the valve pane 94.
The valve base 89 is sealingly attached to the
portion of the shell 52e adjacent the vent opening 101
by bolts so that the valve walls 88 extend through the
vent opening into the casing 33e. O-rings are disposed
in recesses in the valve base 89. The valve pane 94
obstructs communication between the interior and
exterior of the casing 33e via the vent opening 101 when
the valve pane 94 is in the closed position 95, and
allows communication between the interior and exterior
of the casing via the vent and valve openings when the
valve pane is in the open position 97.
The valve return springs 104 bias the valve
pane 94 to the closed position 95 when the pressure
difference between the interior and exterior of the
casing 33e is below a predetermined limit. The valve
return springs 104 deflect to allow the valve pane 94 to
pivot to the open position 97 if the pressure difference
between the interior and exterior of the casing 33e
reaches or exceeds the predetermined limit.
The extension of the valve bracket and pane
87, 94 beyond the shell 52e is substantially less than
the dimension of the casing 33e perpendicular to the
plane of the vent opening 101. This enables use of the
valve 85 without substantially increasing the size of
the casing 33e. It is also possible to use the valve 85
with other enclosures.
Air Tubes
As shown in Figures 1 and 2, the air tubes 35
are located inside the casing 33 with the individual air
tubes in side-to-side relation with respect to one
another. The air tubes 35 are arranged so that their
centers of curvature are approximately collinear. The
inner curves of the air tubes 35 thereby define a
cylindrical region constituting the principal portion
105 of the plenum 36. This arrangement of the air tubes
35 inside the casing 33 minimizes its size.
The air tubes 35 have a two-piece construction
with one-half of one air tube being shown in Figure 10.
Air tubes 35 having one-piece construction are also
possible. The air tubes 35 are constructed of glass and
mineral reinforced nylon, and include type 66 nylon.
The air tubes 35 may also be formed of metal (e.g.,
aluminum or magnesium), plastic (e.g., polyethylene or
polypropylene) or other types of nylon. An alternative
embodiment of an air tube 35e comprising two portions is
shown in Figures 29 and 30. One portion of the air tube
35e has locator pins extending from the surface which
mates with the other portion of the air tube. The
surface of the other portion of the air tube 35e which
mates with the one portion of the air tube has recesses
in which the locator pins enter to facilitate alignment
between the two portions.
The air tubes 35 are arranged so that the air
tube inlets 38 are offset from one another to reduce
interference between the air entering adjacent air
tubes. It is also possible to form the air tubes 35
16
with a shorter axial length so that the air tube inlets
38 are not offset from one another. Each air tube 35 is
tuned to enhance charging of the cylinders by the air
exiting the air tubes. The cross section of each air
tube 35 decreases along its length from the air tube
inlet 38 to the air tube outlet 40 to cause the velocity
of the air passing through it to increase along its
length. The tuning characteristics and cross section of
the air tubes 35 can be varied to adjust the air flow
into the cylinders. An air tube 35 having a
substantially reduced axial length is possible, though
it must be sufficiently long to enable formation of the
locator tab 170 on its outer surface.
A molded seal 103, constructed of
dimethylsilicone, may be compressed between each air
tube 35 and the shell 52 adjacent the air tube outlet ~0
to provide a seal between the air tube and shell. The
seal 103 may also be formed of a thermoplastic elastomer
or rubber composition.
If the shell 52 is formed from magnesium and
the air tube outlet 40 is formed from fiberglass
reinforced nylon, then the seal 103 is preferably formed
from unfilled nylon to reduce wear between the air tube
outlet and shell. It is even more preferable for a seal
103 disposed between such materials to be formed from
unfilled nylon 66.
The seal 103 preferably comprises a band
formed from unfilled nylon, preferably unfilled nylon
66, which wraps around the air tube 35 adjacent the air
tube outlet 40. The cross section of the band of the
seal 103 is trapezoidal with one of the non-parallel
faces being orthogonal to the parallel faces. The angle
between the non-parallel faces of the band of the seal
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103 is the same as the angle between the face of the air
tube outlet 40 and the portion of the shell 52 on which
it seats so that the non-parallel faces flushly abut the
air tube outlet and shell when the band is disposed
between them. The alternative construction of the seal
103 further comprises a resilient ridge formed of
fluoroelastomer rubber extending away from each of the
non-parallel faces of the band with recesses being
formed adjacent the base of each ridge. The ridges of
the seal 103 are compressed and expand into the recesses
when the seal 103 is compressed between the air tube
outlet 40 and shell 52 to provide further sealing. The
ridges of the seal 103 are connected via passages which
extend through the band. The alternative construction
of the seal 103 may include an alignment tab integrally
formed with a portion of one of the ridges so that the
alignment tab extends beyond the face of the band which
abuts the air tube 35. The alignment tab of the seal
103 is adapted to engage an alignment slot on the air
tube 35 to maintain the seal in a predetermined
alignment with respect to the air tube. The alignment
tab of the seal 103 is somewhat larger than the slot to
enable frictional retention of the alignment tab in the
slot.
Each air tube 35 has a locator system
comprising an integral locator tab 168 projecting from
its outer surface above the air tube outlet 40 and an
integral locator tab 170 projecting from its outer
surface on the opposite side of the air tube. A locator
sleeve 171 is formed on the inner surface of the shell
52 adjacent each locator tab 170. When each air tube 35
is placed in the shell 52, each locator tab 170 enters
in an adjacent locator sleeve 171. The locator tabs 170
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and corresponding locator sleeves 171 are shaped to
interlock with one another to hold the air tubes 35 in
alignment with respect to the casing 33.
The carrier 42 has an extension 174 which
rests on each locator tab 170 when the carrier is placed
in the shell 52. Each extension 174 may have a
resilient locator pad 172 formed on its lower surface
which engages the respective locator tab 170. Each
locator pad 172 is formed in the respective extension
174 by molding dimethylsilicone rubber into a
cylindrical recess formed in its lower surface.
Concentric circular beads are formed on the lower
surface of each locator pad 172. Other types of locator
pads may be disposed between each extension 174 and the
respective locator tab 170.
When the cover 54 is attached to the shell 52,
portions of the locator ribs 60 bear upon locator tabs
168 and the extensions 174 thereby pressing the air
tubes 35 downward. This results in engagement of
locator tab 170 with the bottom of locator sleeve 171
and compression of the seal 103. The locator pads 172
are also compressed between the respective extensions
174 and locator tabs 170 to frictionally resist relative
movement between them and the extensions to hold the air
tubes 35 in alignment with respect to the casing 33.
Each locator rib 60 has a vertical recess 176 to allow
each rib to arch over a conduit 178 formed in the
carrier 42 and seat squarely with the locator tabs 168,
extensions 174 and carrier. The outer curvature of the
air tubes 35 may be less than the inner curvature of the
casing 33 so that the air tubes are suspended from the
locator tabs 168, 170 in the casing.
19
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:
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An alternate locator system for the air tubes
35 is possible comprising resilient locator pads
attached to the upper surfaces of the air tubes by
adhesive or the like. When the cover 54 is connected to
the shell 52, the inner surface of the cover bears upon
each locator pad to compress it between the cover and
the respective air tube 35 to frictionally resist
relative movement between it and the cover. The locator
systems described above may be used with other casings
which contain air tubes to maintain them in alignment
inside the casing.
An alternative locator system comprising
locator tabs 168e, 170e is shown in Figures 25, 29 and
30. Each locator tab 168e, 170e includes a resilient
cantilever tab 169 and a tab stop 175. When the cover
54e is attached to the shell 52e, portions of the
locator ribs 60e engage the extensions 174e which bear
on the cantilever tabs 169. The engagement between the
extensions 174e and cantilever tabs 169 frictionally
resists relative movement between them thereby holding
the air tubes 35e in alignment with respect to the
casing 33e.
The cantilever tabs 169 are able to deflect
downward with their downward deflection being limited by
their engagement with the tab stops 175. The upper
surface of each cantilever tab 169 has a raised portion
which the extension 174 initially engages when
downwardly bearing on the cantilever tab. The variation
in bending stress in the cantilever tab 169 caused by
the extension 174 initially bearing thereon is thereby
reduced enabling a more efficient design of the
cantilever tab. The air tubes 35e, cantilever tabs 169
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and tab stops 175 are formed of fiberglass reinforced
nylon, and preferably, fiberglass reinforced nylon 66.
Each locator tab 170e also includes a locator
wing 173 obliquely extending from each portion of the
air tube 35e. When the locator tab 170e enters a
locator sleeve 171e, the locator wings 173 engage the
walls of the locator sleeve and are frictionally
retained therein.
If the locator sleeve 171e is formed from
magnesium and the locator tab 170e is formed from
fiberglass reinforced nylon, then a bushing formed of
unfilled nylon is preferably disposed between the
locator tab and the bottom of the locator sleeve to
reduce wear between the locator tab and sleeve. It is
even more preferable for a bushing disposed between such
materials to be formed from unfilled nylon 66. Such a
bushing can include a vertical member which is inserted
in a vertical recess in the lower portion of the locator
tab 170e, and locking fingers extending away from the
vertical member generally perpendicular thereto into an
opening in the locator tab to enable securement of the
bushing to the locator tab.
Fuel Injection Assembly
The fuel injection assembly 39 shown in
Figures 1, 2, 3 and 4 includes the fuel injectors 41 and
a fuel distribution assembly 84 which connects the fuel
injectors and allows fuel to flow to each of them. The
fuel distribution assembly 84 includes an injector pod
70 connected to each fuel injector 41 and fuel tubes 114
which serially connect the fuel injectors. The fuel
tubes 114 are constructed of plastic, and include type
12 nylon. The fuel tube 114 preferably has rubber
21
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22
washers encircling its outer surface to space at least
portions of the fuel tube away from the casing 33.
Each injector pod 70 is constructed of glass
reinforced nylon and includes type 12 or 66 nylon. The
injector pod 70 has a hollow injector mounting 126 as
shown in Figures 2 and 12. The injector mounting 126
includes an integral injector socket 128 with a cross
section which is larger than the cross section of the
inlet of the fuel injector 41 so that a fuel injector
can be inserted into the socket. An O-ring 130 provides
a seal between the fuel injector 41 and the injector
mounting 126, and resists removal of the fuel injector
from it. The walls of the injector socket 128 have a
chamfered portion 86 adjacent the closed end of the
injector socket. When the fuel injector 41 and O-ring
130 are inserted into the injector mcunting 126, the
O-ring engages the chamfered portion B6 which limits the
travel of the fuel injector into the injector socket
128.
Each injector mounting 126 has an injector
slot 134 adjacent its opening so that, when the fuel
injector 41 is inserted in the injector socket 128, an
electrical connector 129 extending from the side of the
injector is received in the injector slot. The fuel
injector 41 is thereby retained in a predetermined
angular orientation with respect to the axis of the
injector socket 128. Each injector mounting 126 also
has a fastening means including an integral inlet ledge
118 and outlet ledge 119 on its outer surface. As shown
in Figures 25 and 26, the fastening means may
alternatively include three resilient pod latches 121
each comprising a resilient spring arm extending upward
22
~ Q ~
23
from the injector pod 70e, and a resilient finger
integral with the end of each spring arm.
Each injector pod 70 has an integral tubular
inlet projection 122 extending away from the injector
mounting 126 adjacent its inlet ledge 118. The inlet
projection 122 registers with an inlet 123 on the
injector mounting 126 to allow fuel to flow through the
inlet projection into the injector socket 128 to supply
the fuel injector 41 retained in it. The inlet
projection 122 is inserted into the resilient opening in
one end of a fuel tube 114. The inlet projection 122
has sufficiently thick exterior circumferential beads
124 to securely retain the fuel tube 114 to the inlet
projection.
Each injector pod 70 has an integral tubular
outlet projection 135 extending away from the injector
mounting 126 adjacent its outlet ledge 119. The outlet
projection 136 registers with an outlet 139 on the
injector mounting 126 to allow excess fuel to be
discharged from it through the outlet projection. The
outlet projection 136 is inserted into the resilient
opening in the end of another fuel tube 114. The outlet
projection 136 has sufficiently thick exterior
circumferential beads 138 to securely retain the fuel
tube 114 to the outlet projection.
The injector pod 70 includes an integral
shoulder 140 having an eccentric cross section. Each
pod socket 72 has a cross section corresponding to that
of a shoulder 140. Each pod socket 72 is slightly
larger than the corresponding shoulder 140 to enable
each shoulder to be inserted into a pod socket. The
small clearance between each shoulder 140 and the
corresponding pod socket 72 results in resistance to
23
24
rotation of the shoulder in the pod socket. This
facilitates alignment of each fuel injector 41 with
respect to the shell 52.
Insertion of each shoulder 140 in a
corresponding pod socket 72, in combination with the
receipt of the electrical connector 129 in the injector
slot 134, enables each fuel injector 41 to be angularly
aligned with respect to the shell 52. Since the shell
52 is fixed with respect to the cylinders, the fuel
injectors 41 can be angularly aligned with respect to
them. This enables a fuel injector having multiple fuel
sprays, such as those used with cylinders having
multiple intake ports, to be positioned so that each
fuel spray is aimed directly into a respective cylinder
intake port.
Each fuel injector 41 has a frustoconical seal
ring 142 constructed of nitrile rubber to provide a seal
between each fuel injector and the corresponding
injector seat 68. The shape of the seal ring 142
enables it to limit the displacement of the fuel
injector 41 through the opening in the seat base 69.
The limitations on displacement provided by the seal
ring 142 and the chamfered portion 86 facilitate
alignment of the fuel injector 41 in the injector seat
68.
The seal ring 142 may have a cylindrical skirt
to enhance the seal between each fuel injector 41 and
the corresponding injector seat 68e. For example, as
shown in Figure 40, the seal ring 142e may include a
support means comprising a frustoconical portion 143
adapted to engage the seat base 69e to obstruct axial
displacement of the seal ring toward the seat base. The
outer diameter of the frustoconical portion 143
2q
decreases along the longitudinal axis of the fuel
injector 41e toward the seat base 69e to facilitate
coaxial positioning of the fuel injector in the injector
seat 68e. The support means further comprises a
cylindrical portion 144 adapted to engage the enlarged
portion of the fuel injector 41e, which constitutes a
stop 145e, to obstruct axial displacement of the seal
ring 142e with respect to the fuel injector away from
the seat base 69e. The support means further includes
an integral annular skirt 147. The skirt 147 has an
axial thickness sufficiently small to allow relative
movement between the seal ring 142e and seat base 69e
while maintaining a seal between the fuel injector 41e
and seat base. When the fuel injector 41e is supported
on the seat base 69e, the engagement of the cylindrical
portion 144 with the stop 145e limits travel of the
skirt 147 away from the seat base 69e.
The injector pods 70 may be used with other
fuel injection assemblies to connect fue' injectors to
fuel tubes, and to a casing or other part of an engine.
The injector pods 70 may also be used to hold fuel
injectors in alignment with respect to cylinders.
The construction of the injector pods 70 and
their connection to the fuel tubes 114 allows fuel to
flow through the fuel tubes 114 into each injector pod
70 to supply the respective fuel injector 41 connected
to it. The portion of the fuel in each injector pod 70
which does not flow into the associated fuel injector 41
is discharged from the injector pod and allowed to
supply the adjacent injector pod. Fuel is thereby able
to flow through the string of connected fuel injectors
41 to serially supply each of them.
The fuel distribution assembly 84 includes a
stainless steel fuel inlet tube 109 which extends
through an opening in the shell 52 and a fuel inlet
connector 110. The end of the fuel inlet tube 109
outside the casing 33 is connected to a fuel source and
the other end is connected, via the fuel inlet connector
110, to the inlet of the string of connected fuel
injectors 41. Fuel is thereby able to flow from the
fuel source into the fuel injectors 41. Connected to
the fuel inlet tube 109 may be a tap to which a pressure
gauge may be releasably connected to enable measurement
of the pressure in the fuel inlet tube.
The fuel inlet connector 110 includes a fuel
inlet fitting 111 and a metal snap ring 117 which, when
the fuel inlet fitting is inserted into the opening in
the shell 52, expands into a recess in it to resist
removal of the fuel inlet fitting from the shell. A
nylon fuel tube inlet fitting 113 connects the fuel
inlet fitting 111 to the fuel tube 114. A lower O-ring
115 provides a seal between the fuel inlet fitting 111
and shell 52. An upper O-ring 116 provides a seal
between the fuel inlet fitting 111 and fuel tube inlet
fitting 113.
Alternative embodiments of the fuel inlet
connector llOe and fuel tube inlet fitting 113e are
shown in Figures 26 and 27. The fuel inlet connector
llOe includes a separate plastic inlet ring 107 which
has an interference fit between the fuel tube inlet
fitting 113e and fuel inlet tube lO9e to obstruct the
upper O-ring 116e from dropping out of the fuel tube
inlet fitting. The nylon fuel tube inlet fitting 113e
has fingers 120 which snap into a slot on the base strip
146e to provide support to the fuel inlet tube lO9e.
26
~ ~ 2 ~
The connection between the fuel tube inlet fitting 113e
and base strip 146e also causes the fuel tube inlet
fitting to separate from the inlet ring 107 when the
base strip is lifted from the shell 52e, allowing
separation of the fuel tube inlet fitting from the fuel
inlet tube lO9e.
As shown in Figures 3 and 4, the fuel
distribution assembly 84 includes the fuel pressure
regulator 108 having an inlet connected to the outlet of
the string of connected fuel injectors 41. The fuel
distribution assembly 84e may also include a regulator
inlet connector 127 having an O-ring for connecting the
outlet of the string of connected fuel injectors 41e to
the fuel pressure regulator 108e.
The fuel distribution assembly 84 also
includes a fuel outlet connector 131 which enables
connection of the outlet of the fuel pressure regulator
108 to one end of a stainless steel fuel outlet tube
112. The fuel outlet tube 112 extends outside the
casing 33 through an opening in the shell 52. The other
end of the fuel outlet tube 112 is connected to a fuel
tank outside the casing 33. Fuel is thereby able to
flow out of the string of connected fuel injectors 41,
through the fuel pressure regulator 108 and the fuel
outlet tube 112 to the fuel tank.
The fuel outlet connector 131 includes a fuel
outlet fitting 132 and a metal snap ring 133 which, when
the fuel outlet fitting is inserted into the opening in
the shell 52, expands into a recess in it to resist
removal of the fuel outlet fitting from the shell.
Upper and lower O-rings 135, 137 provide seals between
the fuel outlet fitting 132 and fuel pressure regulator
108, and the shell 52, respectively.
27
28
An alternative embodiment of the fuel outlet
connector 131e is shown in Figure 27. The fuel outlet
connector 131e includes a separate plastic outlet ring
125 which has an interference fit between the regulator
housing 164e and fuel outlet tube 112e to obstruct the
upper O-ring 135e from dropping out of the regulator
housing.
The casing 33 may have additional ports for
the attachment of connectors similar to the fuel inlet
and outlet connectors 110, 131 to allow communication
between the casing interior and components which require
a vacuum source. For example, a vacuum connector 156
can be connected to an opening in the shell 52e, as
shown in Figure 27, to enable communication between the
interior of the casing 33e and a steel pipe 156 leading
to the power brake system to provide a source of vacuum
thereto. The vacuum connector 157 includes a vacuum
fitting 158 and a metal snap ring 159 which, when the
vacuum fitting is inserted into the opening in the shell
52e, expands into a recess therein to resist removal of
the vacuum fitting from the shell. An O-ring 161
provides a seal between the vacuum fitting 158 and shell
52e.
Each injector pod 70, with a respective fuel
injector 41 and fuel tubes 114 connected to it, is
connected to the carrier 42 by inlet and outlet latches
154, 155 extending downward from the carrier, as shown
in Figure 11. Each inlet and outlet latch 154, 155
comprises a resilient spring arm extending downward from
the base strip 146 and a resilient finger integral with
the end of each spring arm. The inlet and outlet
latches 154, 155 are located on the carrier 42 so that,
when an injector mounting 126 is inserted upward toward
28
~9
29
the carrier between the latches, the fingers are
deflected away from the injector mounting by the
respective inlet and outlet ledges 118, 119. When the
injector mounting 126 reaches a point where the fingers
of the respective latches 154, 155 are clear of the
adjacent inlet and outlet ledges 118, 119, the fingers
spring toward the injector mounting to positions below
the respective ledges thereby holding the injector pod
70 to the carrier 42. The inlet latch 154 engages the
inlet projection 122 and the outlet latch 155 engages
the outlet projection 136 to prevent rotation of the
injector pod 70 with respect to the carrier 42. The
cross section of each injector seat 68 adjacent the
respective inlet and outlet latches 154, 155, shown in
Figure 11, is sufficiently narrow to obstruct separation
of the latches from the injector pod 70 when it is
inserted into the injector seat.
The surfaces of each of the fingers on the
inlet and outlet latches 154, 155 which engage the inlet
; and outlet ledges 118, 119, respectively, may be
inclined upward toward the respective spring arms. This
enables disconnection of the injector pod 70 from the
carrier 42 by forcibly pulling the injector pod downward
away from the carrier to cause the fingers on the inlet
and outlet latches 154, 155 to move away from the
injector mounting 126 to a point where the fingers are
clear of the respective ledges 118, 119.
; Each injector pod 70e may be alternatively
connected to the carrier 42e by upward insertion of the
pod latches 121 through a slot which extends through the
base strip 146e, as shown in Figures 25 and 26. Each
pod latch 121 is formed in the injector mounting 126 so
that, when the pod latch is inserted upward through the
29
f~ C~
slot, the finger is deflected into the slot. When the
pod latch 121 reaches a point where the finger is clear
of the upper surface of the base strip 146e, the finger
springs outward away from the slot to a position above
the base strip 146e thereby holding the injector pod 70e
to the base strip. The injector pod 70e can be
disconnected from the base strip 146e by pulling it
downward causing the finger of the pod latch 121 to
deflect into the slot enabling the pod latch to exit the
slot.
Carrier
As shown in Figures 1, 2, 3 and 4, the carrier
42 comprises a continuous flat base strip 146 disposed
between the cover 54 and the casing flange 80. The
base strip 146 is releasably connected to the interior
of the casing 33 above the injector seats 68 by being
clamped between the cover 54 and the casing flange 80,
and by the injector pods 70. The injector pods 70 are
positioned with respect to the base strip 146 so that,
when the base strip is connected to the interior of the
casing 33, each of the fuel injectors 41 can inject fuel
into a corresponding fluid outlet 32. The base strip
146 may have alignment pins extending upward and
downward from its upper and lower surfaces,
respectively. The alignment pins are received in
corresponding recesses in the cover 54 and casing flange
80 to align the base strip 146 with respect to them.
The base strip 146 is constructed of short glass
reinforced nylon type 66 to increase its compressive
strength.
~;d; i3 2 ~
Each face of the base strip 146 has a
peripheral carrier groove 148 along its entire length
and a resilient carrier ribbon 150 contained within each
carrier groove. The carrier ribbon 150 extends beyond
the respective faces of the base strip 146 so that, when
it is disposed between the cover 54 and casing flange
80, the carrier ribbon is compressed to provide a seal
between the cover and casing flange. As shown in Figure
7, ribbon connectors 152 comprising passages extend
between the carrier grooves 148 throughout the base
strip 146 to allow communication between the carrier
grooves. The carrier ribbon 150 is placed in the
carrier grooves 148 by injecting dimethylsilicone rubber
in a liquid state into them on one face of the base
strip 146 and allowing it to flow through the ribbon
connectors 152 into the carrier groove on the opposite
face. The carrier groove 148 on the lower face of the
base strip 146 may also be connected with the
cylindrical recesses in the extensions 174 to enable the
ribbon material to flow into them to form the locator
pads 172.
As shown in Figures 3 and 4, the base strip
146 has a circular component opening 160 adjacent the
fuel outlet tube 112 and three equally spaced integral
resilient curved clasps 162 extending into the opening.
The clasps 162e are preferably located away from the
outer edge of the base strip 146e at which the base
strip narrows, as shown in Figure 26, to reduce the
bending stresses in this region of the base strip. The
fuel pressure regulator 108 has a cylindrical housing
164 which is sized so that it may be inserted into the
component opening 160 without engaging the clasps 162.
The regulator housing 164 has a cylindrical regulator
31
J 3
flange 166 which, when the regulator housing is inserted
upward into the component opening 160, is grasped by the
clasps 162 to releasably retain the regulator housing in
the component opening. The regulator housing 164 can be
removed by pulling it downward out of the component
opening 160 causing the clasps 162 to release the
regulator flange 166. As shown in Figures 26 and 27,
the base strip 146e may have a downwardly extending
connector flange 167 facing the regulator inlet
connector 127 opposite the fuel pressure regulator 108e.
The connector flange 167 obstructs separation of the
regulator inlet connector 127 from the fuel pressure
regulator 108e.
Each clasp 162e may also comprise a resilient
spring arm extending downward from the base strip 146e
and a resilient finger integral with the end of ~ach
spring arm. upward insertion of the regulator flange
166e into the component opening 160e results in the
regulator flange engaging the fingers of the clasps 162e
causing the fingers to deflect away from the regulator
housing 164e. When the regulator flange 166e reaches a
point where the fingers of the clasps 162e are clear of
the regulator flange, the fingers spring toward the
regulator housing 164e so that the fingers are below the
regulator flange, as shown in Figure 27. The regulator
flange 166e is thereby retained by the clasps 162e in
the component opening 160e. The regulator housing 164e
can be removed by pulling it downward causing the
fingers of the clasps 162 to move away from the
regulator housing 164e to release the regulator flange
166e.
r.J ~ r~ ~t
Components other than the fuel pressure
requlators 108, 108e may be held within openings in the
base strips 146, 146e similar to the component openings
160, 160e by clasps similar to the clasps 162, 162e.
The regulator housings 164, 164e can therefore serve as
component housings for other components.
As shown in Figures 3, 4 and 13, the base
strip 146 has a circular component opening 182 adjacent
the air inlet 31 and a component keyway 184 contiguous
with the component opening 182. A clasp comprising
three equally spaced integral resilient detents 186
extends from the lower surface of the base strip 146
into the component opening 182 at an angle to the base
strip.
A temperature sensor 188, shown in detail in
Figures 14, 15 and 16 comprises a cylindrical sensor
housing 190, extending downward through the component
opening 182. The sensor housing 190 is constructed of
glass filled polyester. A thermistor 192 which produces
a non-linear variable electric resistance inversely
proportional to its temperature is disposed within the
sensor housing 190. The thermistor 192 may have a low
weight to reduce its thermal inertia resulting in
improved responsiveness of the thermistor.
The sensor housing 190 has a housing inlet 194
which faces the air inlet 31 so that a portion of the
air or fluid entering the casing 33 through the air
inlet flows through the housing inlet in the direction
218 into the sensor housing 190, as shown in Figure 16.
The air flows through a passageway in the sensor housing
190 and exits through a housing outlet 196. The
passageway has a vortex producing means comprising a
converging portion 195 adjacent the housing inlet 194.
33
'3 ~
34
The passageway also has a diverging portion 197 adjacent
the housing outlet 196, with an edge 191 being formed
between the converging and diverging portions 195, 197.
The combination of the converging and diverging portions
195, 197 constitutes a velocity increasing means.
Passage of the air flow by the edge 191 results in the
formation of vortices in the air flow downstream of the
edge 191. The diverging portion 197 produces an
increase in the air flow velocity through the passageway
adjacent the edge 191. The thermistor 192 is positioned
in the passageway adjacent the edge 191 and downstream
of the converging portion 195 to maximize the velocity
of the air flow adjacent the thermistor and to maximize
the impingement of the vortices on the thermistor. The
increased air flow turbulence produced by the vortices
and the increased air flow velocity adjacent the
thermistor 192 increases its responsiveness and
accuracy. The velocity of the air entering the casing
33 through the air inlet 31 may be sufficiently high to
further increase the velocity of the air in the
passageway.
The top of the sensor housing 190 has an
integral flange 214 which rests on the base strip 146.
An electrical connector 198 is attached to the top of
the sensor housing 190. Leads 199 are soldered to the
thermistor 192 and extend through the sensor housing 190
into the electrical connector 198, as shown in Figure 4.
Sensor wires 200 of a wiring harness 230 extend from the
leads 199 out of the electrical connector 198.
The lower end of the sensor housing 190 has a
circular, approximately constant cross section which is
smaller than the component opening 182 to allow downward
insertion of the sensor housing into it. As shown in
34
,
.
Figures 14, 15 and 16, the sensor housing 190 has a
frustoconical portion 202 above the housing inlet and
outlet 194, 196. The frustoconical portion 202
facilitates coaxial alignment of the sensor housing 190
with the component opening 182 as it is inserted
downward into the component opening. The sensor housing
190 has a cylindrical enlarged portion 204 above the
frustoconical portion 202 having a circular cross
section smaller than the component opening 182 but
sufficiently large to engage the resilient detents 186
when the sensor housing is inserted into the component
opening. The enlarged portion 204 has a cylindrical
recess 206 so that, when the enlarged portion is
inserted into the component opening 182, the ends of the
detents 186 enter the recess to releasably retain the
sensor housing 190 in the component opening. The sensor
housing 190 can be removed by pulling it upward out of
the component opening 182 causing the ends of the
detents 186 to exit the recess 206.
The sensor housing 190 has an integral
longitudinal key 208 extending from its outer surface.
When the sensor housing 190 is inserted into the
component opening 182 with the housing inlet 194 facing
the air inlet 31, the key 208 enters the component
keyway 184 to prevent rotation of the sensor housing
with respect to the base strip 146. The key 208 is
located on the sensor housing 190 so that, when it is
inserted into the keyway 184, the thermistor 192 is
properly aligned with respect to the base strip 146.
An alternative embodiment of the sensor
housing 190 is shown in Figures 17 and 18. The
construction of the alternative sensor housing l90a and
carrier 42a corresponds to the sensor housing 190 and
r~ 3
36
carrier 42 except for the modifications described below.
Similar parts are identified by the same reference
numerals as those used for the temperature sensor 188
with the addition of the suffix a. The detents 186 and
component keyway 184 are removed from the base strip
146a. A continuous ridge 212 is formed on the upper
surface of the base strip 146a with the component
opening 182a being offset inside the ridge.
The sensor housing l90a includes an integral
support flange 214 having a perimeter which corresponds
in shape to the inner edge of the ridge 212 so that,
when the sensor housing is inserted into the component
opening 182a with the housing inlet 194a facing the air
inlet 31, the flange fits inside the ridge to align the
sensor housing with respect to the base strip 146a. The
enlarged portion 204a of the sensor housing l90a has a
circular cross section larger than the component openiny
182a and a cylindrical recess 206a with an inner
dimension corresponding to the edge of the component
opening. The base strip 146a or the enlarged portion
204a is resilient so that, when it is inserted into the
component opening 182a, the edge of the component
opening enters the recess 206a to fasten the sensor
housing l90a to the base strip. The base strip 146a may
have a cylindrical recess 216 adjacent the edge of the
component opening 182a to facilitate deflection of the
edge when the enlarged portion 204a is inserted into the
component opening.
As shown in Figures 3, 4 and 13, the pressure
sensor 222 includes a sensor element of the conventional
type contained in a sensor housing l90b similar to that
described above in connection with the temperature
sensor 188, except that the upper portion of the sensor
36
~ 2 ~
housing l90b above the base strip 146b has the shape of
a rectangular prism. Similar parts are identified by
the same reference numerals as those used for the
temperature sensor 188 with the addition of the
suffix b. The base strip 146b has a cylindrical
component opening 182b and keyway 184b, and resilient
detents 186b similar to those described above in
connection with the temperature sensor 188. The sensor
housing l90b is fastened to the base strip 146b by
detents 186b which extend into a recess 206b in the
sensor housing in a similar manner as the detents 186 in
the sensor housing 190. Sensor wires 200b extend from
the sensor housing l90b in a similar manner as the
sensor wires 200 extend from the sensor housing 190.
An alternative sensor housing for the pressure
sensor 222 similar to the alternative sensor housing
l90a is also possible. Locating the pressure sensor 222
inside the casing 33 results in an increase in the
responsiveness of the pressure sensor.
A sensor housing may also alternatively be
inserted into a semicircular recess formed in an edge of
a base strip similar to base strip 146. The recess is
slightly smaller than the sensor housing and either the
base strip or sensor housing is resilient to allow the
sensor housing to be inserted into the recess and held
in it. The sensor housing has indentations into which
the edges of the recess enter to prevent upward or
downward displacement of the sensor housing with respect
to the base strip. The sensor housing also has a pair
of longitudinal keys which engage the edge of the base
strip when the sensor housing is inserted into the
recess to prevent rotation of the sensor housing with
respect to it. The keys are located on the sensor
37
~ ~3 2 ~"~ t`3~
38
housing so that, when they engage the base strip, the
sensor within the housing is properly aligned with
respect to the base strip.
Figures 31-33 show an example of such a sensor
housing. The sensor housing l90e has a thermistor 192e
in a passageway extending between a housing inlet and
outlet 194e, 196e. The sensor housing l90e has a pair
of support flanges 219, 220 which define indentations or
sensor slots 215. The support flanges 219, 220 have
different lengths so that each sensor slot 215 has a
sensor notch 217. The sensor housing l90e has a
connector keeper 213 above the housing outlet 196e. An
electrical connector 198e can be attached to the
connector keeper 213 with the leads l99e being in
electrical contact with the electrical connector.
The base strip 146e has a pair of resilient
carrier tangs 209 extending from an interior edge of the
base strip. The carrier tangs 209 define a semicircular
recess, and are adapted to grasp the sensor housing l90e
when the sensor housing is inserted between the carrier
tangs. Each carrier .ang 209 has a tang stop 210
extending downward adjacent the end of the carrier tang.
A carrier stop 207 extends from an interior edge of the
base strip 146e between the carrier tangs 209.
The sensor housing l90e is connected to the
base strip 146e by inserting the sensor housing between
the carrier tangs 209 with each carrier tang entering a
sensor slot 215 and each tang stop 210 entering a sensor
notch 217. The carrier tangs 209 grasp the sensor
housing l90e with the enlarged ends of the carrier tangs
wrapping around the portion of the sensor housing above
the housing outlet 196e to resist removal of the sensor
housing from between the carrier tangs. The support
38
:
!
''
-
q~
39flanges 219, 220 obstruct displacement of the sensor
housing l90e with respect to the base strip 146e in a
plane perpendicular to the base strip. When the sensor
housing l90e is connected to the base strip 146e in the
predetermined orientation, the housing inlet 194e faces
a carrier stop 207. Also, each of the tang stops 210
engage a respective stop flange 220 on opposite sides of
the sensor housing l90e to obstruct rotation of the
sensor housing with respect to the base strip 146e. The
stop flanges 220 may therefore be considered as
longitudinal keys which engage the base strip 146e to
obstruct such rotation. When the sensor housing l90e is
not in the predetermined orientation, the tang stops 210
engage the stop flanges 219, 220 when the carrier tangs
209 enter the sensor slots 215 to limit the portion of
the carrier tangs which enter the sensor slots thereby
obstructing the grasping.
Sensors may also be alternatively mounted on a
platform which is releasably connected to the upper
surface of a base strip similar to the base strip 146 by
resilient posts extending upward from it. The distance
between the posts is less than the perimeter of the
platform so that the platform may be placed opposite the
base strip with the posts in engagement with the edges
of the platform to retain it against the base strip.
The base strip may have an opening opposite the platform
to allow a projection from it which contains a sensor to
extend below the base strip. This can allow the sensor,
for example, to be positioned opposite the air inlet.
Figures 26 and 27 show an assembly including
parts similar to such a platform and posts. In this
assembly, the base strip 146e has a component opening
182be and a clasp comprising a carrier post means
39
including a pair of integral resilient carrier posts 223
extending away from the upper face of the base strip
adjacent the component opening. Each carrier post 223
has a resilient post finger 229 extending toward the
other carrier post. The carrier post means also
includes a carrier pedestal 227 spaced away from the
carrier posts 223 on a line extending midway between the
carrier posts. The carrier pedestal 227 comprises a
pair of resilient pedestal tangs extending away from the
upper face of the base strip 146e.
The clasp further comprises a carrier spring
231 including two leaf springs extending away from the
upper face of the base strip 146e toward the carrier
posts 223. The space between the leaf springs of the
carrier spring 231 narrows in the direction toward the
carrier posts 223. The space between the ends of the
leaf springs of the carrier spring 231 defines the
component opening 182be.
The sensor housing 190be comprises a sensor
platform 225 and a projection or sensor conduit 226
having an enlarged end adjacent one end of the sensor
platform. The sensor platform 225 is connected to the
carrier post means by downwardly inserting the end of
the sensor conduit 226 between the leaf springs of the
carrier spring 231 and displacing the sensor conduit
toward the component opening 182be. This results in the
carrier spring 231 deflecting downward toward the base
strip 146e and the end of the sensor platform 225
adjacent the sensor conduit 226 becoming lodged between
the carrier posts 223. Continued displacement of the
sensor conduit 226 toward the end of the carrier spring
231 results in the sensor conduit becoming lodged in the
component opening 182be. One of the leaf springs of the
carrier spring 231 has an enlarged portion which
obstructs displacement of the sensor conduit 226 away
from the component opening 182be. The carrier spring
231 urges the sensor platform 225 upward into engagement
with the post fingers 229 resulting in the sensor
platform being grasped between the post fingers and
carrier spring.
The end of the sensor platform 225 opposite
the sensor conduit 226 has a neck portion which is sized
to be insertable between the pedestal tangs of the
carrier pedestal 227. The ends of the pedestal tangs of
the carrier pedestal 227 are shaped to partially
encircle the neck portion of the sensor platform 225 to
resist upward displacement of it resulting in further
grasping of the sensor platform. The enlarged portions
of the sensor platform 225 adjacent each end of the neck
portion limit displacement of the sensor platform in a
plane parallel to the base strip 146e.
The sensor conduit 226 communicates with a
pressure sensor which is mounted on the sensor platform
225. The extension of the sensor conduit 226 into the
component opening 182be enables communication between
the region under the base strip 146e and the pressure
sensor, via the sensor conduit 226.
Other components may be held in component
housings similar to the sensor housings described above
which are connected to respective base strips in the
above described manners.
As shown in Figures 1, 2, 3 and 9, the base
strip 146 has a conduit 178 comprising an integral
channel 224 adjacent the inner edge of the base strip.
Control wires 228 of the wiring harness 230 extend from
each fuel injector 41 and are inserted into the channel
41
42
224 from underneath it. The control wires 228 extend
through the channel 224 to a wiring harness housing 241
of the wiring harness 230.
As shown in Figure 1, the conduit 178 has a
plurality of bridges 232 connected to the edge of the
channel 224 by hinges 234. As shown in Figure 9, each
hinge 234 is formed by thin flexible webs connecting one
end of the bridge 232 and the edge of the channel 224.
As shown in Figure 9, each bridge 232 is thereby able to
swing between a closed position (shown in solid lines)
wherein it extends across at least a portion of the
channel 224 to obstruct removal of the control wires 228
from it and an open position ~shown in phantom) wherein
it extends away from the channel to enable insertion of
the control wires into it.
Each bridge 232 has a pair of integral
resilient latches 238 extending from its free end which
releasably engage an integral keeper 240 formed in the
channel 224 opposite the hinge 234. Each latch 238
comprises a resilient arm projecting upward into the
keeper 240 from the end of each bridge 232 when the
bridges are in the closed position and a finger
projecting toward the keeper. The arrangement is such
that when each bridge 232 is swung to the closed
position, the latch 238 moves upward toward the keeper .
240 causing the finger to engage it. Continued upward
insertion of the latch 238 causes the finger to move
away from the keeper 240, clear its inner edge and
spring toward the keeper to a position above it. The
bridge 232 is thereby retained in the closed position,
as shown in Figure 9. The bridges 232 are spaced apart
from one another so that gaps between them are adjacent
each fuel injector 41, as shown in Figure 1. This
42
43
enables the control wires 228 from the fuel injectors 41
to extend into the channel 224 with the bridges in the
closed position.
The surfaces of each of the fingers on the
latch 238 which engage the keeper 240 may be inclined
downward toward the respective spring arm. This enables
release of the bridge 232 from the closed position by
forcibly pulling it downward to cause each of the
fingers on the latch 238 to move away from the keeper
240 to a point where the fingers clear it.
An alternative conduit 178e is shown in
~igures 26 and 28. The channel 224e is formed by a pair
of conduit walls which extend upward from the base strip
146e with the control wires 228e being placed in the
channel. The channel 224e extends around the base strip
146e generally above the fuel tube 114e. The conduit
178e includes conduit ports 235 formed in the inner wall
of the channel 224e adjacent padded carrier slots 236 in
the base strip 146e. Each carrier slot 236 is adjacent
a fuel injector 41e, with the padding on each carrier
slot comprising a coating of dimethylsilicone rubber.
The carrier slots 236 may be connected to the carrier
groove 148e, via slot recesses 237 in the lower face of
the base strip 146e, to enable the ribbon material which
forms the carrier ribbon 150e to flow onto the carrier
slots 236 to form the coating. The control wires 228e
are routed from inside the channel 224e through the
respective conduit ports 235 and carrier slots 236 to
the respective fuel injectors 41e. The coating on the
carrier slots 236 provides soft edges on the base strip
146e for the control wires 228e to adjoin.
43
44
A conduit cap 239 is attached to the base
strip 146e by cap latches 233 which extend into cap
slots 247 in the base strip 146e adjacent the channel
224e. When the conduit cap 239 is attached to the base
strip 146e, the conduit cap covers the channel 224e.
The conduit cap 239 may extend to the wiring harness
housing 241 so that, when the conduit cap is attached to
the base strip 146e, the conduit cap also covers the
wiring harness housing.
An alternative conduit may be formed in the
base strip 146 by a pair of conduit walls which extend
upward from its upper face with the conduit walls being
approximately parallel to the edges of the base strip.
A conduit trough is defined by the area between the
conduit walls into which the control wires are placed.
Overhangs extend from the upper edges of portions of the
conduit walls over the conduit trough to prevent removal .
of the control wires from it. Gaps are formed in the
conduit walls adjacent the overhangs to facilitate
insertion of the control wires into the conduit trough.
The control wires are routed from the conduit trough to
the respective injectors through openings in the base
strip adjacent the base of the conduit trough.
As shown in Figures 1, 3 and 4, the wiring
harness 230 includes a wiring harness housing 241
integral with the base strip 146 next to the air inlet
31. The wiring harness housing 241 is cylindrical and
is inserted into an opening in the shell 52. The wiring
harness housing 241 has notches 249 shown in Figures 3
and 4 adjacent its upper edge to allow the control wires
228 to extend into it from the interior of the casing
33. The interior of the wiring harness housing 241 has
44
an integral cylindrical partition 245 with support ribs
depending from its lower surface.
The wiring harness housing 241e may also be
detachable from the base strip 146e. As shown in Pigure
26, the base strip 146e has a harness opening 251 and
three circumferential harness sockets formed in the base
strip adjacent the harness opening. As shown in Figure
37, the wiring harness housing 241e has three radial
housing tabs 255 extending from its outer surface which
interlock with the three harness sockets. Radial
carrier gaps 257 are provided between the harness
sockets so that the wiring harness housing 241e can be
downwardly inserted into the harness opening 251 with
the housing tabs 255 passing through the carrier gaps.
The wiring harness housing 241e is then rotated with
respect to the harness opening 251 so that the housing
tabs 255 enter the harness sockets and interlock
therewith to hold the wiring harness housing 241e to the
base strip 146e.
The wiring harness 230 includes a harness cap
246 shown in Pigure 1 connected to the wiring harness
housing 241 by a harness hinge 248. The harness hinge
248 is formed by a thin flexible web connecting the edge
of the harness cap 246 to the upper edge of the wiring
harness housing 241. The harness cap 246 is thereby
able to swinq between an open position wherein each
control wire 228 and sensor wire 200, 200b may be
inserted into the wiring harness housing 241 and a
closed position. The harness cap 246 has a notch 201
allowing the sensor wires 200, 200b to extend into the
wiring harness housing 241 with the harness cap in the
closed position.
46
The harness cap 246 has a plurality of
integral latches 250 shown in Figures 1 and 4 which
releasably engage a cylindrical ridge 252 on the inner
surface of the wiring harness housing 241 when the
harness cap is in the closed position, as shown in
Figure 4. Each latch 250 comprises a resilient arm
projecting downward into the wiring harness housing 241
from the bottom of the harness cap 246 when the cap is
in the closed position and a finger projecting radially -
outward. The arrangement is such that when the harness
cap 246 is swung to the closed position, the latch 250
moves downwardly into the wiring harness housing 241
causing the finger to engage the ridge 252. Continued
downward insertion of the latch 250 causes the finger to
move inward, clear the ridge 252 and spring outward to a
position below the ridge, thereby holding the harness
cap 246 in the closed position. The harness cap 246 may
be released from the closed position by forcibly pulling
it upward to cause the finger of the latch 250 to move
inward to a point where it clears the ridge 252. It is
possible for the wiring harness 230e to lack a harness
cap as shown in Figure 26.
The wiring harness 230 includes a cylindrical
sealing body 242 constructed of absorbent silicone
rubber impregnated with silicone fluid. The sealing
body 242 is molded inside the wiring harness housing 241
on each side of the partition 245, as shown in Figure 4,
with the partition 245 providing support to the sealing
body 242. The sealing body 242 extends downward out of
the wiring harness housing and radially outward adjacent
the opening in the shell 52. The sealing body 242 has
cylindrical beads 243 on its outer surface which are
compressed when the sealing body is inserted into the
46
~. ~ 2.~
47
opening in the shell 52 to provide a seal between the
sealing body and the shell. Figure 37 illustrates the
sealing body 242e and partition 245e in the embodiment
of the wiring harness 230e which is detachable from the
base strip 146e.
Harness outlets 244 extend through the sealing
body 242 and openings in the partition 245. The
diameter of each harness outlet 244 is smaller than the
respective sensor or control wire 200, 200b, 228 which
extends through it. This enables the walls of the
respective harness outlet 244 to compressively or
sealingly engage the respective sensor or control wire
200, 200b, 228 extending through it to provide a seal
between them. The silicone fluid in the sealing body
242 facilitates insertion of the sensor and control
wires 200, 200b, 228 into the respective harness outlets
244.
The sensor wires 200, 200b extend downward out
of the wiring harness housing 241 and casing 33 to an
engine control module. The engine control module
measures the electric signals produced by the
temperature and pressure sensors 188, 222 which can be
correlated to the temperature and pressure,
respectively, of the air entering the casing 24 through
the air inlet 31. The eIectric signals produced by the
temperature and pressure sensors 118, 222 also affect
the regulation of the engine operation by the engine
control module.
The control wires 228 extend downward out of
the wiring harness housing 241 and casing 33 to
the engine control module. The engine control module
produces electric signals which cause the fuel injectors
41 to discharge fuel at predetermined times.
47
'" ~ ',J ` ~ t~ '-J
48
Alternatively, the wiring harness housing 241
and sealing body 242 may be replaced by a multiple wire
connector. The sensor and csntrol wires 200, 200b, 228
would then extend from inside the casing 33 to the
multiple wire connector which would be sealingly
retained in an opening in the casing in a similar manner
as the wiring harness 230. A corresponding connector
would be connected to the outer face of the multiple
wire connector to electrically connect each of the
sensor and control wires 200, 200b, 228 to a
corresponding wire outside the casing 33 leading to the
engine control module.
The sensor and control wires 200e, 200be, 228e
may also collectively extend through the wiring harness
230e to a single cylindrical multiple wire connector
located outside the casing 33e. The single multiple
wire connector has a separate lead corresponding to each
sensor and control wire 200e, 200be, 228e. A
corresponding connector is attached to the multiple wire
connector to electrically connect the sensor and control
wires 200e, 200be, 228e to the engine control module.
The carrier 42 described above, with some or
all of the described components attached to it, may be
used with other induction systems.
Distribution Mountings
A pair of distribution mountings 44 are
disposed between the shell 52 and the cylinder heads 37,
as shown in Figure 2. Each distribution mounting 44,
also shown in Figure 19, comprises an elongate pedestal
constructed of a thermoset material including a mineral
reinforced phenolic material. The distribution
mountings 44 reduce the heat transferred from the
48
~ 3;~ Y 3 '.
49
cylinder heads 37 to the casing 33 and the air, fuel and
components contained in it.
The mounting passages 48 extend through each
distribution mounting 44 between their respective upper
and lower surfaces. Each mounting passage 48 connects a
fluid outlet 32 to a respective cylinder inlet 34 to
allow communication between the air tubes 35 and fuel
injectors 41, and the respective cylinders.
Each distribution mounting 44 has a pair of
alignment pins 254 extending upward and downward from
its top and bottom surfaces, respectively, as shown in
Figures 1, 2 and 19. The portions of the shell 52 and
cylinder heads 37 which mate with the distribution
mountings 44 each have bores 256 corresponding to the
alignment pins 254 so that, when the distribution
mountings are clamped between the shell and cylinder
heads, each alignment pin extends into a corresponding
bore. The bores in the shell 52e may extend completely
through the shell into its interior. Alignment of the
shell 52, distribution mountings 44 and cylinder heads
37 is thereby facilitated.
The distribution passages 50 comprise an outer
distribution passage 260 adjacent the outer side of each
distribution mounting 44 and an inner distribution
passage 262 adjacent the inner side of each distribution
mounting. Each outer distribution passage 260 is
defined by a longitudinal recess in the lower surface of
the distribution mounting 44 as shown in Figure 19. The
recess has a longitudinal axis parallel to the lower
surface of the distribution mounting 44 so that the
recess is enclosed when the distribution mounting 44
mates with the adjacent cylinder head 37 shown in Figure
21.
49
It is possible to reduce the length of the
outer distribution passage 260 by locating each of its
ends between an end of the distribution mounting 44 and
an outer port 264 adjacent thereto, with the ends of the
distribution passage being generally adjacent to the
outer ports.
The distribution passages 50 include pairs of
outer ports 264 which connect each outer distribution
passage 260 to the adjacent mounting passages 48. Each
outer port 264 is formed by a pair of outer transverse
recesses in each distribution mounting 44 extending
between an outer distribution passage 260 and the
adjacent mounting passages 48. The transverse recesses
are enclosed when each distribution mounting 44 mates
with the respective cylinder head 37 to form the outer
ports 264. Supplemental fluids are thereby able to flow
from each outer distribution passage 260, through the
outer ports 264 and into the adjacent mounting passages
48. The size of the cross section of the outer ports
264 can be varied to adjust the flow of supplemental
fluids from the outer distribution passage 260 into the
adjacent mounting passages 48.
Each pair of outer ports 264 are equally
offset a sufficient distance from the transverse
centerline 263 of the respective mounting passage 48,
shown in Figure 19, which coincides with the spray axes
of the respective fuel injector 41. When each
distribution mounting 44 mates with a respective
cylinder head 37, the axes of the outer ports 264
thereby avoid intersecting the spray axes of the
adjacent fuel injectors 41 to reduce any deflection of
the fuel spray from the fuel injectors caused by the
fluids exiting the outer ports. Moreover, the offset of
~ 3'~ ~
the outer ports 264 facilitates the distribution of
supplemental fluids to each intake port of a cylinder
having multiple intake ports.
Each inner distribution passage 262 is defined
by a longitudinal recess in the lower surface of the
distribution mounting 44 shown in Figure 19 and a
corresponding longitudinal recess in the adjacent
cylinder head 37 shown in Figure 21. The inner recess
in each distribution mounting 44 has a longitudinal axis
parallel to the lower surface of the distribution
mounting so that the inner recess and the corresponding
recess in the respective cylinder head 37 are enclosed
when the distribution mounting 44 mates with the
cylinder head. The cross section of each inner
distribution passage 262 varies along its length in the
regions 261, 265 between the mounting passages 48.
The distribution passages 50 include inner
ports 266 which connect each inner distribution passage
262 to the adjacent mounting passages 48. Each inner
port 266 is similar to the outer ports 264 except that
they are formed by transverse recesses in the cylinder
heads 37 instead of in the distribution mountings 44.
Supplemental fluids are thereby able to flow from each
inner distribution passage 262 through the inner ports
266 into the adjacent mounting passages 48. The size of
the cross section of the inner ports 266 can be varied
to adjust the flow of supplemental fluids from the inner
distribution passage 262 into the adjacent mounting
passages 48. Only a single inner port 266 connects each
inner distribution passage 262 to an adjacent mounting
passage 48 since the gas flow through these ports
initially mixes with the air exiting the air tubes 35
rather than the fuel exiting the fuel injectors 41.
51
3 ~
Each cylinder head 37 has cylinder head
passages 267a,b shown in Figure 21 extending from a
supplemental fluid source to its upper surface. Each of
the cylinder head passages 267a,b is formed in the end
of the cylinder head 37 closest to its source of
supplemental fluid. A tubular connector 269 is fitted
into cylinder head passage 267a to facilitate connection
of the supplemental fluid source to this cylinder head
passage.
Each of the cylinder head passages 267a,b
communicates with a respective outer and inner
distribution passage 260, 262 when the distribution
mountings 44 mate with the respective cylinder heads 37.
It is possible to locate the cylinder head
passage 267a and tubular connector 269 in other regions
of the cylinder head 37 to enable communication between
an outer distribution passage 260 having a reduced
length and the cylinder head passage 267a. Supplemental
fluids are thereby able to flow from the respective
supplemental fluid sources through the outer and inner
distribution passages 260, 262 and ports 264, 266 into
the mounting passages 48.
The flow of the supplemental fluids through
the regions 261, 265 results in the deposition of
particulates from the supplemental fluids on the
adjacent cylinder heads 37. In addition, the direction
of the supplemental fluid flow through the inner
distribution passages 262 results in the cross section
of the regions 261 increasing in the direction of the
supplemental fluid flow. This improves the flow
efficiency of the supplemental fluids through the inner
distribution passages 262.
2 ~
The supplemental fluid source connected to the
outer distribution passages 260 provides a source of
crankcase gas to those distribution passages. The
supplemental fluid source connected to the inner
distribution passages 262 provides a source of reduced
temperature exhaust gas to those distribution passages.
Gases from each of these sources are thereby able to
flow into the respective distribution passages 50 and
into the mounting passages 48. Heating of the air and
fuel exiting the fluid outlets 32 by the crankcase and
exhaust gases prior to their entry into the cylinders is
limited enabling greater amounts of air and fuel to
enter the cylinders prior to combustion.
In addition to the source of crankcase gas, a
fuel vapor canister can be connected to the outer
distribution passages 260 to additionally provide a
source of fuel vapors to those distribution passages.
Additional distribution passages can be formed in the
distribution mountings 44 or the cylinder heads 37
similar to the distribution passages 50. Supplemental
fluids can be connected to these additional distribution
passages and thereby flow into the mounting passages 48.
Each distribution mounting 44 has an upper
mounting gasket 274 connected to its upper surface, as
shown in Figures 22 and 24. Each upper mounting gasket
274 comprises a flat metal plate 276, which corresponds
to the upper surface of a respective distribution
mounting 44. The plate 276 is constructed of No. 1
tempered steel. The plate 276 has ports 278 which
correspond to each mounting passage 48. The upper and
lower surfaces of the plate 276 are covered with a
silicone rubber layer 280 having a bead 282 adjacent the
perimeter of each port 278.
53
J ~
54
Integral silicone rubber studs 284 extend
downward from the silicone rubber layer 280 on the lower
surface of the plate 276 adjacent each of its ends.
Each stud 284 has an elongate stud recess 285 with each
plate 276 having an attachment opening 286 concentric
with a respective stud recess. A pin 287 is inserted
through the attachment opening 286 into the stud recess
285 to urge the stud 284 into an elongate mounting
recess 288 comprising a stepped bore in the distribution
mounting 44 which has a smaller cross section than the
stud, as shown in Figure 24. Each upper mounting gasket
274 is thereby releasably held to a respective
distribution mounting 44 prior to connection of the
distribution mounting to the shell 52 to facilitate the
correct positioning of the upper mounting gasket between
the shell and distribution mounting. When an upper
mounting gasket 274 is disposed between a respective
distribution mounting 44 and the shell 52, the silicone
rubber layers 280, including the bead~ 282, are
compressed to provide a seal between them.
An alternative construction of the upper
mounting gasket 274e is shown in Figures 34-36
comprising a flat metal plate 276e. The plate 276e is
preferably formed of 301 stainless steel. The plate
276e is disposed in a notch 289 formed in the upper
surface of the respective distribution mounting 44e
adjacent the perimeters of the mounting passages 48e.
The upper and lower surfaces of the plate 276e adjacent
the perimeter of the ports 278e are covered with a
silicone rubber layer 280e. The portions of the rubber
layer 280e adjacent the perimeter of each port 278e have
an integral bead 282e. The plate 276e also has an
alignment opening through which an alignment pin
54
2 ~
connected to the distribution mounting 44e can extend
when the plate 276e is placed on ~he distribution
mounting enabling the alignment pin to further extend
into an opening in the shell 52e when the shell is
placed on the distribution mounting. The upper and
lower surfaces of the plate 276e adjacent the alignment
opening are covered with a silicone rubber layer 281.
The portions of the rubber layer 281 adjacent the
perimeter of the alignment opening have an integral bead
283. It is possible for the rubber layers 2BOe to cover
the entire upper and lower surfaces of the plate 276e.
The plate 276e includes integral resilient
teeth 275 extending into a pin opening 277, as shown in
Figure 34. The distribution mounting 44e has a
retaining pin 279 which extends into the pin opening 277
when the upper mounting gasket 274e is placed on the
distribution mounting. When the retaining pin 279
extends into the pin opening 277, the teeth 275 grip the
retaining pin 279 to releasably hold the upper mounting
gasket 274e to the distribution mounting 44e prior to
placement of the shell 52e on the distribution mounting.
The teeth 275 are preferably inclined
approximately 15 degrees with respect to the plate 276e
so that when the teeth grip the retaining pin 279, the
teeth are inclined away from the plate. The engagement
between the inclined teeth 275 and retaining pin 279
urges the plate 276e against the distribution mounting
44e to facilitate flush contact between the plate and
distribution mounting.
When an upper mounting gasket 274e is disposed
between a respective distribution mounting 44e and the
shell 52e, the silicone rubber layers 280e, 281,
including the beads 282e, 283, are compressed. The
~2'~
56
rubber layers 281, including the heads 283, seal any
clearance between the retaining pin 279 and opening in
the shell 52e into which the retaining pin extends.
Each distribution mounting 44 has a lower
mounting gasket 290 connected to its lower surface, as
shown in Figures 23 and 24. Each lower mounting gasket
290 comprises a flat metal strip 292 constructed of No.
1 tempered steel. The strip 292 is disposed in a notch
293 formed in the lower surface of the respective
distribution mounting 44 adjacent its perimeter. ~he
upper and lower surfaces of the strip 292 are covered
with a silicone rubber layer 294 similar to the silicone
rubber layers 280 on the upper mounting gasket 274. A
bead 296 is formed in each silicone rubber layer 294.
Integral silicone rubber studs 284c similar to
the silicone rubber studs 284 on the upper mounting
gasket 274 extend upward from the silicone rubber layer
294 on the upper surface of the strip 292 adjacent each
of its ends. Similar parts are identified by the same
reference numerals as those used for the studs 284 with
the addition of the suffix c. The lower mounting gasket
290 can thereby be releasably held to a respective
distribution mounting 44 in a similar fashion as an
upper mounting gasket 274. Disposition of a lower
mounting gasket 290 between a respective distribution
mounting 44 and cylinder head 37 results in compression
of the silicone rubber layers 294, including the beads
296, to provide a seal between them.
An alternative construction of the lower
mounting gasket 290e is shown in Figures 34-36
comprising a flat metal strip 292e. The strip 292e is
preferably formed of 301 stainless steel. The upper and
lower surfaces of the strip 292e are covered with a bead
56
~tJ ~3r3
296e comprising silicone rubber. The strip 292e
includes integral resilient teeth 291 extending into a
pin opening 295 in the strip, as shown in Figure 34.
The distribution mounting 44e has a retaining pin 297
which extends into the pin opening 295 when the lower
mounting gasket 290e is placed on the distribution
mounting. When the retaining pin 297 extends into the
pin opening 295, the teeth 291 grip the retaining pin
297 to releasably hold the lower mounting gasket 290e to
the distribution mounting 44e prior to placement of the
distribution mounting on the cylinder head 37e.
The teeth 291 are preferably inclined
approximately 15 degrees with respect to the strip 292e
so that when the teeth grip the retaining pin 297, the
teeth are inclined away from the strip. The engagement
between the inclined teeth 291 and retaining pin 297
urges the strip 292e against the distribution mounting
44e to facilitate flush contact between the strip and
distribution mounting.
It is possible to form the upper and lower
mounting gaskets 274e, 290e in one piece with a pair of
the upper mounting gaskets being nested inside one of
the lower mounting gaskets. The upper and lower
mounting gaskets 274e, 290e may then be cut apart.
An alternative to the connection of the upper
and lower mounting gaskets 274, 290 to each distribution
mounting 44 is the molding of a dimethylsilicone rubber
mounting ribbon 272 on the upper and lower surfaces of a
distribution mounting 44d similar in construction to the
distribution mounting 44. The molding of such a
mounting ribbon 272 on the lower surface of the
distribution mounting 44d is shown in Figure 20.
Similar parts are identified by the same reference
57
2 ~
58
numerals as those used for the distribution mountings 44
with the addition of the suffix d. Each mounting ribbon
272 is molded in a respective mounting groove 268 formed
in the surfaces of the distribution mounting 44d
adjacent its perimeter. Each mounting ribbon 272
extends beyond the respective surfaces of the
distribution mounting 44d so that, when it is disposed
between the shell 52 and a respective cylinder head 37,
the mounting ribbons 272 are compressed to provide a
seal between them.
Threaded mounting bolts 298 shown in Figure 2
extend through openings in the cover 54, casing flanges
80, upper mounting gaskets 274, distribution mountings
44 and lower mounting gaskets 290. The threaded end of
each mounting bolt 298 is inserted into a bore in a
respective cylinder head 37 having internal threads
corresponding to the threads on the mounting bolt to
secure the integrated induction system 30 to the
cylinder heads.
The distribution mountings 44e may have bosses
formed on their upper surfaces around the openings
through which the mounting bolts 298e extend so that
when the mounting bolts are tightened, the bosses carry
a substantial portion of the compressive load produced
by the mounting bolts.
A vane may be attached within each mounting
passage 48, 48d adjacent each fuel injector 41 so that
its fuel spray impinges on the respective vane to
disperse the fuel to the separate intake ports of a
cylinder having multiple intake ports. In addition,
each such mounting passage 48, 48d may be shaped as a
nozzle, with each distribution mounting 44, 44d having
additional distribution passages to allow communication
58
~28~
between an air source and each nozzle shaped mounting
passage. By supplying air to each such mounting passage
48, 48d and properly shaping them, a sonic or supersonic
air flow may be produced through each such mounting
passage.
Each spark plug wire may be connected to a
respective distribution mounting 44, 44d with an
ignition energy source being located under the shell 52
between the distribution mountings. Electrical
conductors can be integrally formed in the distribution
mountings 44, 44d to electrically connect each spark
plug wire to the ignition energy source.
While the invention has been described by
reference to certain preferred embodiments, it should be
understood that numerous changes could be made within
the spirit and scope of the inventive concepts
described. Accordingly, it is intended that the
invention not be limited to the disclosed embodiments,
but that it have the full scope permitted by the
language of the following claims.
59
