EP0361599A2 - Satz zur Versorgung einer gemischverdichtenden Brennkraftmaschine während besonderer Betriebsphasen - Google Patents

Satz zur Versorgung einer gemischverdichtenden Brennkraftmaschine während besonderer Betriebsphasen Download PDF

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Publication number
EP0361599A2
EP0361599A2 EP89202377A EP89202377A EP0361599A2 EP 0361599 A2 EP0361599 A2 EP 0361599A2 EP 89202377 A EP89202377 A EP 89202377A EP 89202377 A EP89202377 A EP 89202377A EP 0361599 A2 EP0361599 A2 EP 0361599A2
Authority
EP
European Patent Office
Prior art keywords
air intake
sprayer
section
tube
main air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP89202377A
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English (en)
French (fr)
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EP0361599B1 (de
EP0361599A3 (en
Inventor
Marco Dr. Ing. Morini
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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Filing date
Publication date
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Publication of EP0361599A2 publication Critical patent/EP0361599A2/de
Publication of EP0361599A3 publication Critical patent/EP0361599A3/fr
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Publication of EP0361599B1 publication Critical patent/EP0361599B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/04—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling being auxiliary carburetting apparatus able to be put into, and out of, operation, e.g. having automatically-operated disc valves
    • 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
    • F02M3/00—Idling devices for carburettors
    • F02M3/08—Other details of idling devices
    • F02M3/09—Valves responsive to engine conditions, e.g. manifold vacuum
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/19—Degassers
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/74—Valve actuation; electrical

Definitions

  • the present invention relates to a group intended to debit the supply to a carburetion engine under particular operating conditions, such as operation at minimum, the starting period, operation as engine brake and / or recovery.
  • one or more elementary carburetors each of which comprises a venturi tube diffuser, a shutter and a sprayer supplied by a constant level tank d 'petrol, are capable of delivering to a carburetion engine a mixture of petrol and air sufficiently homogeneous to ensure correct operation, with regular performance and consumption and with sufficiently complete combustion to avoid excessive pollution of the environment.
  • the device for supplying at minimum operation consists, in general, of an opening which feeds gasoline into the suction pipe downstream of the shutter, and the gasoline thus supplied cannot not spray and spray enough before reaching the cylinders.
  • the starter device can have a structure similar to that indicated for the power supply device at least, with similar drawbacks, or it can include a small additional special carburetor, which however represents a solution excessively complicated and expensive.
  • the recovery pump when it is provided, requires complicated mechanical or pneumatic devices for its actuation, and it delivers petrol under a very reduced pressure and therefore under conditions which are not suitable for efficient spraying.
  • the object of the present invention is to provide a group intended to be added to an elementary carburetor (single or multiple) in order to debit the supply to the engine under particular operating conditions, in which the different functions must be coordinated with one another.
  • '' in a suitable manner and which, even with a substantially simple structure, must assure the engine the supply of a homogeneous mixture in which the petrol is suitably proportioned, sprayed in an efficient manner and vaporized, so that, even in the particular operating conditions, the engine can operate with satisfactory performance and consumption, without giving rise to excessive pollution of the environment.
  • the group comprises a main air intake in the form of a Venturi tube, defining a restricted section, intended to be connected to a suction duct downstream the carburetor shutter; a sprayer for supply during operation at minimum, comprising at least one own air intake and opening in the restricted section of said main air intake; a sprayer for operation during the start-up period, comprising at least one own air intake and opening in said main air intake downstream of its restricted section; and two solenoid valves arranged to intercept, respectively and independently, said two sprayers.
  • the sprayer for the minimum operation and the sprayer for the supply during the start-up period comprise a vertical tube immersed in the constant-level tank of gasoline of the carburetor and provided with a nozzle. of gasoline, and this tube is subdivided by a dividing wall, over part of its height, to define a section communicating with the clean air intake of the sprayer.
  • this tube is subdivided by a dividing wall, over part of its height, to define a section communicating with the clean air intake of the sprayer.
  • said dividing wall provided in the vertical tube at least of the sprayer for feeding during the start-up period extends over a part substantial of its height, thus determining a relatively high capacity section which communicates with the clean air intake of the sprayer. In this way a reserve of fuel is produced which can be drawn in without any appreciable resistance and provides an additional supply of fuel during the initial period of operation of the sprayer, and therefore during the most critical period of engine operation during start-up.
  • At least one of the sprayers also has another own air intake, arranged so as to mix air with the mixture of air and petrol already formed in the sprayer . This increases the number of mixtures to which the gasoline is subjected, further promoting its spraying and vaporization.
  • the vertical tube of at least one of the sprayers is surrounded by a second vertical tube which plunges into the carburetor tank, which is closed below by a bottom provided with a calibrated hole, and which is open at the top.
  • This second vertical tube determines, with the vertical tube of the sprayer, a gap in which a lower fuel level is established than that of the constant level tank, depending on the fuel flow delivered. This provides another adjustment element for the development of the device so as to obtain, in each operating condition, the most appropriate dosage.
  • said main air intake, the sprayers, their air intakes and the connections for the solenoid valves form a unitary constructive element, to which the necessary calibrated nozzles are applied and , if necessary, the second vertical tubes.
  • FIG. 5 in this figure is shown schematically by way of example a carburetor which is substantially of the type described in European Patent No. 0.069.416.
  • This carburetor comprises a body A which forms a tank V and which is provided with a cover B. In the tank V, by devices well known per se, which therefore are not described here, a constant level of gasoline is maintained .
  • the carburetor is provided with a rotary shutter O controlled by means of a shaft S pivoted in a hub Q of the body A. Under the body A and the shutter O extends a manifold P ending in a flange F intended to be connected to the suction manifold (not shown) of an internal combustion engine.
  • the body A of the carburetor forms a diffuser D in the form of a Venturi tube, with a restricted section R.
  • a sprayer G connected to a supply tube T which plunges into the tank V.
  • These latter parts are used for supplying the engine under normal operating conditions and they are therefore not interested in the present invention.
  • the group according to the invention described below and designated by reference numerals, is mounted on the cover B of the carburetor, with certain parts (16, 32) which plunge into the tank V, and it communicates with a conduit C of the body A.
  • This conduit C opens at its lower end in the manifold P without being influenced by the shutter O.
  • FIG. 5 the group according to the invention is shown in a deployed view, corresponding to the section of FIG. 2.
  • the group according to the invention comprises a main air intake substantially shaped like a Venturi tube with a restricted section 2 which divides the air intake into an exterior region 1, communicating with the atmosphere, and an interior region 3 which ends with a connector 4 intended to be put in communication, by the conduit C or in any other appropriate manner, with the suction conduit of the engine, downstream of the shutter of the carburetor.
  • a main air intake substantially shaped like a Venturi tube with a restricted section 2 which divides the air intake into an exterior region 1, communicating with the atmosphere, and an interior region 3 which ends with a connector 4 intended to be put in communication, by the conduit C or in any other appropriate manner, with the suction conduit of the engine, downstream of the shutter of the carburetor.
  • the device for operation at minimum speed comprises a duct 5 ( Figures 2 and 3) which opens at one of its ends in the restricted section 2 of the main air intake, and which at the opposite end communicates with the atmosphere by forming a primary air intake provided with a primary air nozzle 37.
  • An opening 6 places the duct 5 in communication with a chamber 7 constituting the interior part of a connector 8 for an EM solenoid valve, per se well known and which therefore will not be described in detail.
  • a first vertical tube 9 extends downward from the connector 8, and it is provided with a fuel nozzle 38 below. The tube 9 is subdivided into two sections 11 and 13, over a certain height from 'above, by a dividing wall 10.
  • the internal section 11 opens in the chamber 7 by forming a valve seat 12 which can be closed by a valve head (not shown) of the solenoid valve EM.
  • the external section 13 communicates with the atmosphere by forming a secondary air intake 14 provided with a secondary air nozzle 39.
  • the vertical tube 9 has two flanges 15 to which is connected a second vertical tube 16 (FIG. 2) which forms with the first vertical tube 9 an interstice 20. This interstice communicates with the outside at its upper end by openings 17, while at its lower end the tube 16 is closed by a bottom 18 provided with a calibrated hole 19.
  • the vertical tube 16 is intended to be immersed in the tank V at a constant level of gasoline from the carburetor, with its openings 17 arranged above the level L of gasoline in the tank.
  • this device for feeding at minimum speed is as follows.
  • the carburetor shutter is closed to force the engine to operate at minimum, in the suction duct C a relatively intense vacuum is established, which gives rise to the entry of air through the air intake main 1.
  • An even more intense depression is then established in the restricted section 2, and it is transmitted to the duct 5 giving rise to the entry of primary air through the corresponding nozzle 37; moreover, through the opening 6 this depression is transmitted to the chamber 7.
  • the solenoid valve EM is in the open position, in which it does not close the valve seat 12, this depression extends from the chamber 7 inside the vertical tube 9, and it gives rise to a suction of fuel through the fuel nozzle 38, as well as to a secondary air suction through the nozzle 39 correspondent.
  • This secondary air descends in section 13 of the tube 9 until the termination of the dividing wall 10, then it rises in section 11 by bubbling through the gasoline sucked in by the gasoline nozzle 38, and thus mixes it. formed arrives, through the chamber 7 and the opening 6, in the duct 5, in which it subsequently mixes with the primary air sucked through the nozzle 37.
  • the mixture thus formed is delivered in the restricted section 2 of the outlet main air 1, where it subsequently mixes with the air sucked through said main air intake, and then it is routed to the suction duct C.
  • the sucked petrol is subjected to repeated operations of mixing with air, and therefore it is routed to the suction duct in a homogeneous state, very sprayed and vaporized, thus ensuring the best operating conditions of the engine at minimum speed.
  • the mixture of gasoline in section 11 of the vertical tube 9 with the secondary air sucked through the corresponding nozzle 39 may be sufficient to deliver the mixture directly to the restricted section 2 of the main air intake 1, and in such cases the primary air intake with the nozzle 37 can be omitted.
  • the device for starting comprises a duct 21 which opens at its internal end into the interior region 3 of the main air intake, and which at the opposite end opens into a chamber 23 ( Figures 2 and 4) constituting the internal part of a fitting 24 for an ES solenoid valve (per se well known and which therefore will not be described in detail), forming a valve seat 22 which can be closed by a valve head (not shown) of the 'ES solenoid valve.
  • a primary air intake 25 provided with a primary air nozzle 40.
  • a first vertical tube 26 extends downward from the connector 24, and it is provided below with a nozzle of gasoline 41. The tube 26 is subdivided into two sections 28 and 29, over a certain height from above, by a dividing wall 27.
  • the internal section 28 opens into the chamber 23, while the external section 29 communicates with the atmosphere by forming a secondary air intake 30 provided with a secondary air jet 42.
  • the connector 24 comprises a flange 31 to which a second vertical tube 32 is connected (FIG. 2) which forms with the first vertical tube 26 an interstice 36. This interstice communicates with the outside at its upper end by openings 33, while at its end lower the tube 32 is closed by a bottom 34 provided with a calibrated hole 35.
  • the vertical tube 32 is intended to be immersed in the constant-level tank of gasoline of a carburetor, with its openings 33 arranged above the level L of petrol in the tank.
  • this device for feeding during the start-up period is as follows.
  • a relatively intense depression which gives rise to the entry of air through the main air intake 1.
  • This depression is present in the interior region 3 of the air intake by the action of the restricted section 2, it is transmitted to the duct 21 and, if it is assumed that the solenoid valve ES is in the open position, in which it does not close the valve seat 22, this depression gives rise to the entry of primary air through the corresponding nozzle 40.
  • this depression extends from the chamber 23 inside the vertical tube 26, and it gives rise to a suction of fuel through the fuel nozzle 41, as well as to a suction of secondary air through the corresponding nozzle 42.
  • This secondary air descends in section 29 of the tube 26 until the termination of the dividing wall 27, then it rises in section 28 by bubbling through the gasoline sucked in by the gasoline nozzle 41, and thus mixes it. formed arrives at the chamber 23, in which it subsequently mixes with the primary air sucked through the nozzle 40. The mixture thus formed arrives, via the conduit 21, at the interior region 3 of the main air intake 1, where it subsequently mixes with the air sucked through said main air intake, and then it is routed to the suction duct C.
  • the gasoline sucked in is subjected to repeated operations of mixing with air, and therefore it is routed to the ace duct piration in a homogeneous state, very pulverized and vaporized, thus ensuring the best operating conditions of the engine during the starting period.
  • the mixture of gasoline in section 28 of the vertical tube 26 with the secondary air sucked through the corresponding nozzle 42 may be sufficient to convey the mixture directly to the interior region 3 of the main air intake 1, and in such cases the primary air intake 25 with the nozzle 40 can be omitted.
  • the dividing wall 27 extends almost to the lower end of the vertical tube 26, and therefore the section 29 of this tube has a considerable capacity.
  • This section at the beginning of operation, that is to say before a vacuum is established in the suction manifold, is filled with petrol up to the level L of petrol in the tank. This represents a considerable reserve of fuel which can be drawn in substantially without any resistance when starting the engine, because it is not obliged to pass through any nozzle. This quantity of fuel therefore constitutes an additional supply which is supplied to the engine at the time of starting, and therefore it is the equivalent of the action of a recovery pump actuated automatically during starting.
  • the ES solenoid valve During periods when choke activity is not required, the ES solenoid valve must be brought to the closed position, in which it completely prevents the activity of the starting device. This maneuver can be carried out by hand using a switch for supplying the ES solenoid valve, or automatically by means of a small electric or electronic power station arranged to carry out this maneuver when the appropriate operating conditions arise, and particularly when the engine reaches a sufficiently high temperature.
  • the starting device operates automatically like a recovery pump when it is actuated, this device can also be entrusted with the function of a recovery or acceleration pump after the start period has ended and , therefore, the solenoid valve ES closes the valve seat 22.
  • said solenoid valve is momentarily moved to its open position so that the quantity of gasoline contained in the section 29 of the vertical tube 26 is sucked by the motor, as additional power, without encountering any resistance. Consequently, in cases where the said solenoid valve is controlled by a small central unit, the latter can also be entrusted with the task of temporarily supplying the ES solenoid valve each time the operating conditions of the motor suggest the intervention of a critique. Even in the absence of a central unit, this action can be entrusted to any known organ, usually used to actuate a recovery pump.
  • this starting device is capable of supplying the engine with the necessary power without intervention of the device for operation at minimum speed. Consequently, under the conditions indicated, the solenoid valve EM can be worn in the closed condition, thus excluding the device operating at minimum speed, when the solenoid valve ES actuating the choke is opened.
  • the two minimum and choke devices are left in operation simultaneously during start-up, which can be achieved by carrying the two solenoid valves EM and ES in the open position. A particularly increased power supply is then routed to the engine, making it easier to start under conditions of greatest difficulty.
  • the EM solenoid valve first open, should be closed when the engine reaches a sufficient temperature, while when a higher temperature is reached we will be able, as usual, to close the ES solenoid valve and simultaneously open the EM solenoid valve.
  • the presence of the EM solenoid valve also allows very easy implementation of an operating condition in engine brake (so-called cut off). Indeed, it is sufficient to carry the EM solenoid valve in the closed position as long as the motor rotation speed is greater than a certain limit and when the vacuum in the suction duct, or any other appropriate parameter, indicates that the engine is operating as a brake. Also such a function can be entrusted with advantage to a small control center of the solenoid valves.
  • the group according to the invention is extremely compact and its various functions are coordinated between them, thus making it possible to obtain with a minimum bulk and without complicating the construction of the con much better operating conditions than those usually obtained.
  • the different parts of the group are very easy to access either for tuning up or for any cleaning operation.
  • the group described is particularly suitable for being installed in a carburetor comprising several sprayers which are gradually discovered by a shutter, as in the example shown in FIG. 5, but it can also find application with a traditional carburetor comprising one or two bodies.
  • the fuel sprinklers could be mounted in positions different from that shown; tubes that have been defined as vertical could be vertical only in the process of approximation; the subdivision of the internal vertical tubes could be obtained by giving these tubes a U-shape with lower opening, instead of by introducing a dividing wall therein.
  • all parts can be replaced by their technical equivalents.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
EP89202377A 1988-09-30 1989-09-21 Satz zur Versorgung einer gemischverdichtenden Brennkraftmaschine während besonderer Betriebsphasen Expired - Lifetime EP0361599B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT67875/88A IT1224457B (it) 1988-09-30 1988-09-30 Gruppo per l'alimentazione di un motore a carburazione in condizioni particolari di funzionamento
IT6787588 1988-09-30

Publications (3)

Publication Number Publication Date
EP0361599A2 true EP0361599A2 (de) 1990-04-04
EP0361599A3 EP0361599A3 (en) 1990-06-20
EP0361599B1 EP0361599B1 (de) 1992-07-08

Family

ID=11306000

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89202377A Expired - Lifetime EP0361599B1 (de) 1988-09-30 1989-09-21 Satz zur Versorgung einer gemischverdichtenden Brennkraftmaschine während besonderer Betriebsphasen

Country Status (6)

Country Link
US (1) US4960545A (de)
EP (1) EP0361599B1 (de)
JP (1) JPH02256861A (de)
DE (1) DE68902030T2 (de)
ES (1) ES2033081T3 (de)
IT (1) IT1224457B (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8333366B2 (en) * 2010-03-08 2012-12-18 Briggs & Stratton Corporation Carburetor including one-piece fuel-metering insert

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2130666A (en) * 1932-01-28 1938-09-20 Carter Carburetor Corp Fuel supply device for internal combustion engines
GB786625A (en) * 1955-05-12 1957-11-20 Weber Edoardo Spa Thermostatically controlled starting device for carburetters of internal combustion engines
US3125084A (en) * 1962-01-19 1964-03-17 Fuel injection system
DE1751802A1 (de) * 1968-07-31 1971-05-06 Bosch Gmbh Robert Einspritzeinrichtung fuer Einspritz-Brennkraftmaschine
US3544083A (en) * 1968-10-07 1970-12-01 Gen Motors Corp Carburetor
JPS50205B1 (de) * 1969-10-22 1975-01-07
US3878271A (en) * 1972-05-17 1975-04-15 Alfa Romeo Spa Device for feeding the air-fuel mixture to an internal combustion engine during idling
US4124662A (en) * 1974-05-02 1978-11-07 Nissan Motor Company, Limited Carburetor and method of operating same
JPS51136038A (en) * 1975-05-17 1976-11-25 Yamaha Motor Co Ltd Internal combustion engine
US4108123A (en) * 1976-07-30 1978-08-22 Toyota Jidosha Kogyo Kabushiki Kaisha Carburetor
US4329964A (en) * 1978-03-17 1982-05-18 Morris George Q Liquid fuel carburetion system
US4285887A (en) * 1979-01-29 1981-08-25 Honda Giken Kogyo Kabushiki Kaisha Carburetor
US4465461A (en) * 1981-08-14 1984-08-14 Schuetz Winfried Dental-orthodontic device
JPS5867951U (ja) * 1981-10-31 1983-05-09 愛三工業株式会社 気化器
JPS5867950U (ja) * 1981-11-02 1983-05-09 株式会社日立製作所 気化器の始動燃料供給装置
JPS58192963A (ja) * 1982-05-01 1983-11-10 Sanshin Ind Co Ltd 内燃機関の燃料制御装置

Also Published As

Publication number Publication date
IT8867875A0 (it) 1988-09-30
EP0361599B1 (de) 1992-07-08
JPH02256861A (ja) 1990-10-17
EP0361599A3 (en) 1990-06-20
US4960545A (en) 1990-10-02
DE68902030T2 (de) 1993-02-11
DE68902030D1 (de) 1992-08-13
ES2033081T3 (es) 1993-03-01
IT1224457B (it) 1990-10-04

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