Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
  • F02M35/10—Air intakes; Induction systems
  • F02M35/1015—Air intakes; Induction systems characterised by the engine type
  • F02M35/1017—Small engines, e.g. for handheld tools, or model engines; Single cylinder engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
  • F02M35/10—Air intakes; Induction systems
  • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
  • F02M35/10118—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements with variable cross-sections of intake ducts along their length; Venturis; Diffusers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
  • F02M35/10—Air intakes; Induction systems
  • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
  • F02M35/10268—Heating, cooling or thermal insulating means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
  • F02M35/10—Air intakes; Induction systems
  • F02M35/104—Intake manifolds
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the present invention relates to internal combustion engines and it relates more particularly to the intake pipes of the fuel mixture and to the exhaust of the burnt gases, as well as the means for heating the carburetor.
• the intake and exhaust manifolds are generally grouped above or below the central part of the engine block to supply the cylinders and heat, by thermal recovery of the exhaust gas, the carburetor, but only through the base of it.
• These intake manifolds are always too long and require volumetric exhaust compensation that is too bulky and heavy.
• the deformation of all the pipes causes a disruption of the throttle control linkage and sometimes the choke.
• the fuel mixture undergoes temperature variations during its transfer to the cylinders and the geometry of the gas stream is deformed and the modulation breaks of the latter cannot be deleted.
• the thermal efficiency of the motor is made unstable from which it results from alterations of the rotation speed and of the power and the amplitude of the pulsating wave decreases due to the too large coefficients of friction of the gas stream, due to the excessive length of the intake manifold.
• a first object of the invention aims at the need to develop the phenomenon as much as possible. calibrated intake turbulence by creating a dynamic pre-turbulence zone capable of amplifying the speed of twist on itself of the gas stream from the inside profile of the tubing, so that this stream undergoes the minimum deformation at the time of its penetration into the cylinder by the intake valve.
• a second object of the invention aims to take into account the pulsating phenomena, to the point of perfectly matching the pressure wave and the vacuum wave.
• each cylinder is equipped with a carburetor and a special and independent intake manifold allowing the above-mentioned goals to be achieved.
• This intake manifold is characterized by helical and sinusoidal internal profiles capable of prestressing the geometry of the gas stream, both on the longitudinal and transverse planes, the amplitude modulation of which varies according to the maximum reduction in the length of the manifold and the difference between the inlet section under the carburetor and the outlet section to the intake valve.
• the gases are twisted by the internal profile of the tube, at the same time as they are calibrated by this preturbulence throughout their course before their entry in the cylinder.
• the pressure drop is practically zero because the propagation of the longitudinal waves supports, without decreasing amplitude, the depression wave of the following energy cycle.
• a third object of the invention aims to obtain the maximum flow of the burnt gases while retaining sufficient engine brake so as not to destroy the exhaust valve, considerably reducing the engine noise defect and allowing full residual combustion of the exhaust gases while eliminating any external flame.
• each cylinder is provided with a bent exhaust pipe of conoid interior section connected to an expansion-echo cylinder welded in an oblique position and which ends in a flattened megaphone outlet in swallow tail welded along the perpendicular. formed by the axis of the trigger-echo pot and the longitudinal axis of the megaphone.
• the oblique position of this cylinder as well as its internal dimensions, use the resonant frequency of the deflagrating return wave and return it to the "head" of the exhaust valve by acting as an acoustic spring which avoids the exhaust valve to panic at high speed.
• a final object of the invention aims to improve the heating of carburetors, in particular those equipping engines used in aviation equipped with the intake and exhaust pipes object of the invention, for example twin-cylinder engines opposite flat, but not exclusively.
• a column of hot air is created drawn by the rotation of the propeller towards each carburetor, its trumpets of fresh air and the top of the intake manifold of the fuel mixture.
• This column of hot air borrows, by recovery, the calories released by the tubing-pot of echo trigger and megaphone output.
• Permanent additional heating of the interior of the carburetor is carried out by recovery of the hot air leaving the oil breather and rid of its greasy impurities and vapors by the interposition of a filter between this breather and each carburetor with warm up.
• a reinforced hose conveys the hot air between the outlet of the oil breather and the aforementioned filter, then another hose leads the hot air to each carburetor.
• Figure 1 is a perspective view of the tubing intake object of the invention fitted to the cylinder of an internal combustion engine.
• Figure 2 is a side view and Figure 3 a plan view from above.
• Figure 4 is a sectional elevation view of the tubing previously shown and
• Figure 5 is a side sectional view.
• Figure 6 is a perspective view of the exhaust manifold with its echo trigger and its megaphone.
• Figure 7 is a schematic view of the carburetor heating system, object of the invention.
• the reference numeral 1 designates the intake manifold fixed to the cylinder 2 of an internal combustion engine and surmounted by a traditional carburetor 3.
• the manifold in question produced for example by casting of light alloy under pressure, comprises a flange 4 for fixing to the cylinder 2 and a flange 5 for receiving the carburetor 3.
• this tube is intended to endow the cylinder with a flat twin-engine “Citroen "hence the need to have a flange 4 inclined relative to that 5, receiving the carburetor 3, substantially horizontal.
• the bore 6 which digs the tubing is both helical and sinusoidal; its section is oblong, with an inlet 7 under the carburetor larger than the outlet 8 towards the cylinder so that the generators converge so as to twist the gas stream of the fuel mixture while reducing its volume from the inlet of the pipe up to 'at its output.
• the exhaust manifold shown in FIGS. 6 and 7 consists of a tubular elbow 9 of c ⁇ noid shape, to be aware that its inlet section 10 of the burnt gases is larger than the outlet section 11 in the expansion pot 12.
• the inlet 10 is oblong and has a flange 13 for fixing to the cylinder 2 of the engine.
• the outlet 11 is circular at its connection to the expansion pot 12.
• This tube 9 is preferably made of refractory stainless steel.
• the trigger pot 12 is a stainless steel cylinder refractory closed by two end bottoms 20 , in which a first circular opening was made corresponding to the internal outlet section 11 of the bent tube 9 and, offset from the previous one and diametrically opposite, a second circular opening 14 to which is connected a megaphone 15 formed by a flattened divergent cone produced by stamping and welding of a stamped sheet of refractory stainless steel.
• the expansion pot 12 is fixed to the end 11 of the tubular bend 9 along an oblique axis to form an acute angle with said tubing, while the axis megaphone 15 is perpendicular to the axis of the cylindrical trigger pot 12.
• the exhaust manifold 9, the expansion pot 12 and the megaphone 15 contribute to the heating of the carburetor 3 by the shape and the arrangement of the assembly.
• the assembly 9, 12 and 15 is located in front of the carburetor providing the cylinder 2 with a flat twin-cylinder engine and that it is in the path of the air column drawn, for example, by the propeller of an aerodyne equipped with this engine.
• the heat released by the assembly 9, 12 and 15 heats the column of air which envelops the carburetor 3 preventing its icing.
• the interior of the carburetor is further heated by the hot air evacuated by the engine oil breather conveyed by a hose 16 to a filter 17 from which two hoses 18 leave each the purified hot air towards the air intake 19 of a carburetor 3 of the engine.
• the intake and exhaust manifolds, as well as the carburetor heating system are particularly intended for engines of the "Fiat Twin" type “Citroen” type V06 / 630 for example, but not exclusively, capable of equipping aerodynes .

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=9289226

Family Applications (1)

Country Status (4)

Families Citing this family (1)

Family Cites Families (2)

• 1983
  • 1983-05-24 FR FR8308765A patent/FR2546572B1/fr not_active Expired
• 1984
  • 1984-05-24 EP EP84902020A patent/EP0146576A1/de not_active Withdrawn
  • 1984-05-24 WO PCT/FR1984/000136 patent/WO1984004782A1/fr not_active Ceased
  • 1984-05-24 AU AU30117/84A patent/AU3011784A/en not_active Abandoned

Non-Patent Citations (1)

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