US3759499A - Decontamination of internal combustion engine exhaust gases and devices for the implementation of the procedures - Google Patents

Decontamination of internal combustion engine exhaust gases and devices for the implementation of the procedures Download PDF

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Publication number
US3759499A
US3759499A US00051163A US3759499DA US3759499A US 3759499 A US3759499 A US 3759499A US 00051163 A US00051163 A US 00051163A US 3759499D A US3759499D A US 3759499DA US 3759499 A US3759499 A US 3759499A
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Prior art keywords
throttle flap
air
fuel
carburetor
fresh air
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US00051163A
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English (en)
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L Lang
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INGBUERO fur ANGEWANDTE PHYSIK
INGENIEURBURO fur ANGEWANDTE PHYSIK und CHEMIE DT
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INGBUERO fur ANGEWANDTE PHYSIK
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    • 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
    • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
    • F02M29/04—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having screens, gratings, baffles or the like
    • 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
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • 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
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/12—Apparatus for adding secondary air to fuel-air mixture characterised by being combined with device for, or by secondary air effecting, re-atomising of condensed fuel
    • 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
    • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
    • F02M29/04—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having screens, gratings, baffles or the like
    • F02M29/06—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having screens, gratings, baffles or the like generating whirling motion of mixture
    • 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
    • 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
    • Y10S261/78—Sonic flow

Definitions

  • ABSTRACT Apparatus for decontamination of internal combustion engine exhaust gases by the preparation of a flammable and ignitable air-fuel mixture with a variable air ratio figure )t by means of a throttle flap adjustment for regulating the fuel jet flow resistance, and which is adjustable such that fuel atomization is performed. This is ac complished by the fact that the airstream flowing from the air filter to the carburetor, particularly in the lower engine r.p.m. range i.e.
  • the throttle flap swivel range is small, is accelerated in the crescent-shaped gap be tween throttle flap (10) and carburetor duct wall (20), on the whole throttle flap semi-circumference facing the fuel jets, to nearly sonic or supersonic speed. Furthermore, at the throttle flap swivel range in the medium engine operating range at subsonic speed, the air stream flowing from the air filter to the carburetor is additionally accelerated by further jet effect, whereas the airstream from the air filter to the carburetor in the operating range up to full engine load is homogenized by very intensive elimination of the turbulence.
  • This invention relates to both procedures for decontamination of internal combustion engine exhaust gases by preparation of a flammable and ignitable air-fuel mixture, with a variable air ratio figure A adjustable by a throttle flap regulating the hydraulic resistance in the fuel jets which is adjustable in such a way that fuel atomization is performed and to devices for the implementation of such procedures.
  • the starter flap and throttle flap control'the carburetor hydraulic resistance against the fresh air stream to the engine and/or internal combustion engine.
  • the starter flap provides for reducing of the air portion in the air-fuel mixture during starting, and thus leads to a rich mixture.
  • the task of the throttle flap is to regulate the mixture flown through by influencing the functioning of the various fuel jets.
  • a high vacuum of about 5 6,000 mm WS results in the inlet manifold and causes the idle jet to operate.
  • a relatively rich mixture of e.g. A 0.95 is provided. If the throttle flap is further opened, the main fuel jet equipped with a venturi-arrangement starts operating and supplies a mixture with a mainly constant and relatively high air-fuel ratio of A 1.0.
  • smooth running can only be reached if all cylinders operate properly and without combustion interruptions, as e.g. can be caused by a partial air rarefaction.
  • the invention relates to the procedures of a homogenized mixture production and distribution in the carburetor, and in particular in the area of the throttle flap and its forms, taking into consideration the flow developments in the carburetor with the effects on the hydraulic resistance for the fuel flow on the various jets.
  • The'task of the invention is to largely decontaminate internal combustion engine exhaust gases and to form carburetors and supplementary devices for carburetors in such a way as to guarantee a widest possible decontarnination of internal combustion engine exhaust gases.
  • the gas flow speeds in the cross sections of the fresh air supply from the air filter to the carburetor and behind the carburetor for the airfuel mixture in the suction tube to the cylinder reach a speed of as much as 0.15 and 0.2 Mach, at Reynolds numbers of up to 1.0 X 10 and/or 1.5 X 10 i.e. in the range of aerodynamics, so that flow processes can be handled according to the basic equations for incompressible flows.
  • the task of the invention is solved by the fact that, for the decontamination of internal combustion engine exhaust gases by preparation of a flammable and ignitable air-fuel mixture with a variable air ratio figure A by means of a throttle flap adjustment regulating the hydraulic resistance in the fuel jets, and which is adjustable such that fuel atomization is performed, a procedure is applied in which the airstream-speed flowing from the air filter to the carburetor, particularly in the lower engine rpm. range, i.e.
  • the throttle flap swivel range is small, is accelerated in the cresent-shaped gap between throttle flap and carburetor duct wall on the whole throttle flap semi-circumference facing the fuel jets, to nearly sonic or supersonic speed, and that furthermore, at the throttle flap swivel range in the medium engine operating range, at subsonic speeds, the air stream flowing from the air filter to the carburetor, is additionally accelerated by jet effect in the throttle flap area, whereas the air stream from the filter to the carburetor in the operating range up to full engine load, is homogenized by very intensive elimination of the turbulence.
  • the air-fuel mixture flow, flowing off from the throttle flap area is divided into an internal and a wall channel flow, the time-controlled supplied additional air being superimposed on the wall channel in the form of a revolving flow, so that the more dense and slowly evaporating fuel composites being still liquid will remain in the fuel film streaming off.
  • FIG. 1 illustrates a diagram of the air-fuel ratio.
  • FIG. 2 Part-sectioned drawing of a throttle-flap and air-regulating plate and/or static tube.
  • FIG. 3 Perspective view of a throttle flap.
  • FIG. 4 Part-sectioned drawing along line lV-IV of FIG. 3.
  • FIG. 5 Part-sectioned drawing along line V-V of FIG. 3.
  • FIG. 6 Perspective view of a throttle flap of another type.
  • FIG. 7 Part-sectioned drawing along the line VII- VII of FIG. 6.
  • FIG. 8 Part-sectioned drawing along the line VIII- -VIII through a static tube upper section of FIG. 9.
  • FIG. 9 Static tube upper section top view.
  • FIG. 10 Part-sectioned drawing along the line XX of FIG. 11.
  • FIG. 11 Static tube lower section top view.
  • FIG. 12 Air regulating plate top view.
  • FIG. 13 Part-sectioned drawing along line XIIIXIII of FIG. 12.
  • FIG. 14 View of a fresh air supply unit with drain tube.
  • FIG. 15 Part-sectioned drawing along line XV-XV of FIG. 14.
  • FIG. 16 View of the roller guide of a fresh-air supply unit enlarged scale.
  • FIG. 17 Side view of a fresh-air supply unit in the form of a segment lever.
  • FIG. 18 Front view according to FIG. 17.
  • FIG. 19 Segment lever enlarged scale.
  • FIG. 20 Diagram showing the relation between pressure and engine r.p.m.
  • FIG. 21 Diagram showing the portion of flow stream in relation to the air ratio figure A, at a D- mm throttle flap diameter and a mixture flow speed V FIG. 1 clearly shows the functional requirements of an exhaust gas decontamination system.
  • the idling adjustment is such that the air ratio figure A is between 0.9 and 1.0, preferably at 0.95.
  • a reduction of the fuel portion in the air-fuel mixture to A 1.1 to 1.15 must be performed.
  • FIG. 2 shows an additional device for a state-of-theart carburetor, in the form of a throttle flap 10. It has ring-shaped rims l1 and 12, which are of protruding form at 14 and at least partially blocks the bypass jets 20A and thereby cover the effective operating range of the bypass jets 20A in the carburetor duct 20.
  • a sniffle valve 110 can also be arranged at that side of throttle flap 10 which is free of rims.
  • an air regulating plate 30 will be arranged below a standard state-of-the-art carburetor, having inserts and 104 for the purpose of forming a ram jet with post carburetor effect.
  • This air regulation plate 30 possesses a lateral, preferably jet-formed bore 39 for the supply of fresh air regulated by a fresh air transmitter.
  • the distances in carburetor duct 20 which can preferably be used flow-technically for the mixture formation at little swivel angles, are identified as a and b, with the possibility of producing both good surface finish and fit or distance a, between carburetor duct 20 and throttle flap 10, whereas distance [1 has a greater surface roughness, which can, if required, later on be roughened up to knurled-roughness in order to produce a wave form with Mach-angle sin a l/M characteristics particularly if a transsonic flow occurs, or in the supersonic case M g 1.
  • Throttle flap 10 has a smaller dia. d than the inner dia. D of carburetor duct 20, whereby an annular clearances as shown on FIG. 4 is formed and guaranteed, which results from the determination of the idling r.p.m. and the idling jet bore 208 selected.
  • the ring-shaped rims 11 and 12 are only arranged around half of the circumference of throttle flap l0, namely in the idle-jet bore 20B area and bypass-jet bore 20A area.
  • the ring-shaped rims 11 and 12 can also extend over half of the throttle flap circumference.
  • This version can be of importance to multiple stage carburetors in the bore of the second stage which becomes effective only at a speed which is higher than that of the idling r.p.m.
  • the ringshaped rims l1 and 12 can e.g. be of such a form that the height of the rim is determined by'the swivel angle position by arranging the maximum elevation at that side pointing upwards, whereas the elevation goes down to about zero at that side pointing downwards.
  • retor duct bore 20 is not to increase beyond that existing at the idling r.p.m. adjustment for the swivel angle.
  • the inner surface form of rim 12 on throttle flap 10 has a particularfunction in this swivel angle range. It
  • throttle flap 10 is to change the ram pressure area on the upper surface of throttle flap 10 both in size and form.
  • the inner rim area can get a gradual transition to the plate thickness of throttle flap 10.It is preferable to provide a steep gradient on rim 12 at the inner side, at best with an angle of 50 60. Thereby a local flow deflection occurs in the area of this abruptly sloping-down back of rim 12, which, due to its thrust effect, over the downward-pointing side of throttle flap 10 permits flowing off of an increased portion of the impact flow via the crescent-formed gap. The effect of this increased portion of flow. is shown on FIG. 21 diagram.
  • This swivel angle range of flap 10 is within the motor vehicle speed range for which an exhaust gas decontamination is required.
  • the aerodynamic design of throttle flap 10 contributes a portion of a reduction of the air-fuel mixture in the sense of a A variation.
  • the rims 11 and 12 possess fine, jet-like bores 15. Their effect in the throttle flap swivel angle range described is such that they contribute to reducing the ram pressure field over the throttle flap, because there is a low pressure field over the outside of the rim back, due to the jet effect. This suction effect also brings about a removal of a portion of the congested flow on the upward-pointing half of throttle flap 10.
  • the rims 11 and 12 cause a different effect in the load range up to full load of the engine.
  • the first flow path around the outside of the throttle flap breaks off at the sharp corners of the rim backs to define a vortex generator.
  • the spherical form of the 2 rim backs which become efiective in this swivel angle range, have the advantage over a disc-shaped throttle-flap of the state-of-the-art, that a ram point can form, which determines the flowing off.
  • the rims 11 and 12 have fine jet-like bores 15. These fine bores define a second streamlined path for the air and produce thin flow lines of high-speed air which remove quickly the vortex trains which leave the sharp edges 17 of the rims 11 and 12.
  • throttle flap 10 In the area of the bypass bores 20A the upper rim 1 l of throttle flap 10 will be provided with a protuberance-like, locally limited elevation 14, having, at a swivel angle 0, the fit of throttle flap 10 to the carburetor duct. Rapid swivelling back of throttle flap 10 causes just as rapid build-up of a hydraulic resistance for the bypass jets, which considerably reduces the fuel flow.
  • a snifile valve 1 10 can be provided at the rim-free side of throttle flap 10, over which a ram pressure is always effective in the medium swivel ranges of throttle flap 10.
  • the sniffle valve opens and thus further contributes to increased flowing-off of the flow in the throttle flaparea.
  • Curve 3 Throttle flap provided with the invention characteristics, without additional air over segment lever 40.
  • Curve 4 Throttle flap provided with the invention characteristics with additional air over segment lever 40.
  • an air regulating plate 30 will be arranged under the carburetor, Its inner dia. D is that of the carburetor duct. Moreover; air regulating plate 30 is the carrier of a ram jet consisting of parts 100 and 104 (FIG. 2, 8-11).
  • the upper part 100 of the ram jet has a preferably conical inner wall 101, connected with a ring bearing.
  • This arrangement can, depending on the case, also be one integral component.
  • the ring bearing 102 possesses the cutouts 103, letting through the wall duct stream.
  • the lower part 104 also has a preferably conical inner wall 105, whereby the conicalness of the cone shell can either be the same as the upper part 100, or of tapered form towards the outlet.
  • This cone shell 105 is connected with an intermediate cone shell 106 the tapered form of which is in the same direction, with a small space remaining in between.
  • This intermediate shell 106 has a ring bearing 107.
  • a ram jet is formed with parts 100 and 104, representing a basic measure for carburetors by dividing the air-fuel mixture flow from the throttle flap 10 area in an inner and in a wall flow.
  • the fuel film on the wall of the carburetor duct and on the following suction tube wall has a disturbing effect on the mixture preparation.
  • This fuel film can deposit as condensate on the wall, or can form particularly in the delayed thrust interval. It mainly consists of the reluctantly evaporating portions of the total fuel. Part of the fuel film evaporates due to the influence of the low pressure field in the throttle flap 10 area, so that the wall stream is richer than the internal stream in the mixture flow.
  • Bores 108 are arranged in the cone shells 105 and 106 of the jet lower part 104, which both by their size and position to the bottom of the collecting pocket will be aligned such that this accumulating liquid fuel portion will be subjected to post-atomization. This effects a time shift in the preparation of the fuel film during the operating stage. In order to fulfill the requirements of an exhaust gas decontamination law this time shift of the preparation of the liquid reluctantly evaporating portions of the total fuel can be used for unloading of the operating stage, which is of great significance in the test.
  • the second measure concerns introduction of the additional air through a lateral bore 39 in the air regulating plate 30 which preferably will be formed jet-like.
  • This bore 39 enters tangentially inner bore 32 of air regulating plate 30.
  • the additional air is only blown into the gap between the jet upper part 100 and lower part 104.
  • This additional air primarily exercises an effect on the wall channel stream which enters via cutout 103 of ring bearing 102 of the jet upper part 100.
  • FIGS. 14 to 16 show a fresh air transmitter 70. It consists of a housing 71 with a bearing or support bracket 72 for the purpose of attachment to the carburetor 21. Inside housing 71 there runs a preferably selfsupporting roll guide 73, which is presented in FIG. 16 in enlarged scale. This roll guide 73 has a lug 74, by which it is supported in housing 71 and on which a lever 75 will be attached. A preferably adjustable linkage 77 is connected to this lever 75, being the connection to lever 46. Lever 46 is connected with the throttle flap shaft 23. This so-arranged operational linkage between fresh air transmitter and carburetor guarantees a synchronous adjustment of roll guide 73 with throttle flap shaft 23.
  • a fresh air transmitter tube 78 is screwed into housing 71, which is closed at the air entry by a thin-mesh filter 79 and secured by the perforated cover 82.
  • a tube 83 is attached in housing 71, through which the additional air to the air regulating plate 30 will be removed via the lateral bore 39.
  • the distance between fresh air transmitter tube 78 and drain tube 83 can be adjusted by the thread 85 or the fresh air transmitter tube 78 to housing 71.
  • Roll guide 73 possesses two cutouts on the cylinder surface.
  • the fresh air transmitter 70 is connected to the air regulating plate 30 e.g. by a hose 84.
  • a further fresh air transmitter is shown in FIGS. 17 to 19.
  • the air regulating plate 30 is closed at the end of bore 39 and has a bore 38 which is offset by 90.
  • a thinmeshed filter 51 is inserted in this bore 38.
  • a segment lever 40 is connected to the control linkage of carburetor 21 at 41 thus bringing about a synchronized motion of segment lever 40 with the throttle flap shaft 23 during passing over the lateral bore 38 located in the air regulating plate 30.
  • Segment lever 40 can possess a guide for the additional air in the form of a segment lever cutout, a better solution, however, is an envelope curve 43, determining the amount of additional air for the individual operating stages of an exhaust gas decontamination test.
  • the envelope curve 43 on segment lever 40, shown in FIG. 19 is adapted to the USA- California test.
  • a special stop 44 can be arranged, which is of no detrimental effect in the thrust operating stages during passing over envelope curve 43 above lateral bore 38.
  • the design of the fresh-air-transmitter to be adopted depends on the carburetor construction and on the space available in the engine carburetor area.
  • the exhaust manifold of the motor vehicle can be followed by a catalytic-action afterburner, for the purpose of achieving in particular a reduction of the nitrogen oxide portions NO, present in the exhaust gas of an i.c. engine. If the heterogeneous catalysis is applied for the nitrogen oxide portion NO, reduction, the reduction takes place according to the equation 2 C 2 NO a 2 C0; N but only then, if the free oxygen 0, in the exhaust gas stream is low e.g. 0.5 to 1.5 vol.%.
  • a fresh air transmitter as a roll guide or segment lever with envelope curve or guide cutout enable the rating of the additional fresh air amount with such a precision that the reduction requirements for a post-catalytic reduction process of the nitrogen portion NO, can be fulfilled.
  • Apparatus for decontaminating the exhaust gases produced by an internal combustion engine by atomizing the fuel and varying the air-fuel ratio figure A comprising:
  • fresh air supply means for supplying additional air downstream of said throttle flap means.
  • said rim means include means defining a plurality of nonradial openings therethrough so that the upper portion of said rim means shifts a large amount of air as compared to the flat portion of said throttle flap means due to an increased flow deflection of the air-fuel mixture ratio A in the direction of A a 0.
  • rim means includes means defining a sharp edge for producing a vortex in said air-fuel mixture downstream of said throttle flap means;
  • said bore means in said rim means produce streamlined jets downstream of said throttle plate means to eliminate said vortex and thereby cause a homogenization of the air-fuel mixture throughout the downstream cross section of said carburetor duct means.
  • Apparatus according to claim 1 including a conventional bypass bore in said duct means adjacent said throttle flap means and a protuberance on the upper side of said throttle flap means and adapted to at least partially block said conventional bypass bore for the purpose of reducing the fuel supply when said internal combustion engine is at idle speed.
  • Apparatus according to claim 8 including a sniffle valve on said throttle flap.
  • said fresh air supply means comprises a segment lever which can be actuated synchronously by a connection with the operating linkage of the carburetor.
  • said segment lever preferably has an envelope curve for the throttle flap swivel range which concerns the exhaust gas decontamination for the regulation of the amount of time-intervalled additional fresh air, whereby the idling position remains fully covered.
  • said air regulating plate means includes a pair of conically shaped upper and lower conduit means.
  • conically shaped lower conduit means comprises a pair of concentric conically shaped conduits defining a gap therebetween;
  • the inner one of said conically shaped conduits has means defining openings in the wall thereof for atomizing the condensated fuel collected on said lower conduit means to thereby define a post carburetor for said condensated fuel.
  • said upper conically shaped conduit means includes an annular flange extending radially outwardly therefrom.
  • said air regulating plate means includes means defining an opening therethrough having annular recesses surrounding both the upper and lower ends of said open mg;
  • said concially shaped lower conduit means comprises a pair of concentric, conically shaped conduits defining a gap therebetween; and wherein the outer one of said lower conduit means has an annular flange thereon extending radially outwardly therefrom, said annular flanges on said upper and lower conduit means being received in said recesses in said air regulating plate means.
  • Apparatus according to claim 1 wherein said fresh air supply means is mounted directly on said means defining said carburetor duct.
  • said fresh air supply means comprises a housing having bearing support means thereon and roll guide means in said housing, said roll guide means being secured to to said bearing support means by nuts.
  • an engaging lever is coupled, via a preferably adjustable linkage means, to a connection lever attached to a throttle flap shaft, said engaging lever extending in parallel relationship to said connection lever.
  • Apparatus according to claim 20 wherein said roll guide means in its form guide and/or segment lever in its envelope curve are formed in such a way that the amount of additional fresh air is precisely rated that a free oxygen content, or oxygen portion 0, in the exhaust gas leaving the cylinder of the engine, is guaranteed to be within the limits of 0.5 to 2.0 vol.
  • Apparatus according to claim 18, including a fresh air supply tube threadedly connected to said housing, said fresh air supply tube being closed at the entrance by a thin-mesh filter and secured in place by a perforated screw cover.
  • Apparatus according to claim 22 including a drain tube on the housing connected to said downstream portion of said carburetor, said drain tube extending coaxially to the fresh-air supply tube, in order said gap being adjustable by said threaded connection.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Electric Clocks (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US00051163A 1969-07-03 1970-06-30 Decontamination of internal combustion engine exhaust gases and devices for the implementation of the procedures Expired - Lifetime US3759499A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT639069A AT304184B (de) 1969-07-03 1969-07-03 Vorrichtung zur stufenweisen Entgiftung von Brennkraftmaschinenabgasen
AT758969A AT322291B (de) 1969-07-03 1969-08-06 Vorrichtung zur stufenweisen entgiftung von brennkraftmaschinenabgasen
AT1054769A AT322292B (de) 1969-07-03 1969-11-10 Vorrichtung zur stufenweisen entgiftung von brennkraftmaschinenabgasen

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US3759499A true US3759499A (en) 1973-09-18

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US00051163A Expired - Lifetime US3759499A (en) 1969-07-03 1970-06-30 Decontamination of internal combustion engine exhaust gases and devices for the implementation of the procedures

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US (1) US3759499A (fr)
JP (1) JPS4833281B1 (fr)
AT (3) AT304184B (fr)
AU (1) AU1708270A (fr)
BE (1) BE752996A (fr)
CA (1) CA938184A (fr)
CH (1) CH520871A (fr)
DE (1) DE2018515A1 (fr)
ES (1) ES381391A1 (fr)
FR (1) FR2054006A5 (fr)
GB (1) GB1320041A (fr)
LU (1) LU61247A1 (fr)
NL (1) NL7009691A (fr)
SE (1) SE354891B (fr)
ZA (1) ZA704580B (fr)

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US3903215A (en) * 1973-08-31 1975-09-02 Gen Motors Corp Sonic throttle carburetor
US3914350A (en) * 1973-08-13 1975-10-21 Hyundai Motor Co Ltd Carburetor throttle valve with fuel re-sprayer
US4034028A (en) * 1975-03-14 1977-07-05 Ford Motor Company Variable venturi carburetor
US4139581A (en) * 1976-09-16 1979-02-13 Swanson Wilbur M Carburetor
US4275700A (en) * 1979-02-21 1981-06-30 Chrysler Corporation Throttle body having a deflector for the throttle blade and improved atomization
US4280969A (en) * 1976-09-16 1981-07-28 Swanson Wilbur M Carburetor
US4281632A (en) * 1979-02-21 1981-08-04 Chrysler Corporation Throttle body and mixing tube
US4297302A (en) * 1978-10-07 1981-10-27 Nissan Motor Company, Limited Butterfly throttle valve with a raised upper lip
US4966735A (en) * 1989-04-12 1990-10-30 Lorusso Michael Non-leaking venturi carburetor
US5300259A (en) * 1991-05-20 1994-04-05 Shinichi Tashiro Carburetor and fuel feeding system having the same
US5527367A (en) * 1993-12-03 1996-06-18 Nippon Carbureter Co., Ltd. Mixer for a gas-fueled engine
US20040012102A1 (en) * 2002-07-17 2004-01-22 Andreas Stihl Ag & Co. Kg Carburetor
US20190085998A1 (en) * 2017-09-20 2019-03-21 Copreci, S. Coop. Electromagnetic Gas Valve, Gas Regulating Valve and Gas Cooking Appliance

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Publication number Priority date Publication date Assignee Title
DE2140910C3 (de) * 1971-08-16 1981-06-11 Ludwig Dipl.-Ing. 6100 Darmstadt Lang Drosselklappe für Vergaser von Brennkraftmaschinen
GB8428879D0 (en) * 1984-11-15 1984-12-27 Miller R A Mixing fluids
DE102012009878B3 (de) * 2012-05-18 2013-06-13 Gerhard Kirstein Verbrennungsmotor

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FR747193A (fr) * 1932-12-08 1933-06-12 Dispositif applicable aux carburateurs des moteurs à explosion, pour obtenir la mise en marche à froid de ces moteurs
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US2383697A (en) * 1942-11-28 1945-08-28 Carter Carburetor Corp Turbulence producing valve
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US3057606A (en) * 1960-03-31 1962-10-09 California Research Corp Carburetor
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US3408054A (en) * 1967-07-26 1968-10-29 Walker Brooks Carburetor
US3414242A (en) * 1965-12-30 1968-12-03 Bouteleux Rene Device for balanced homogenization of air and liquid fuel mixtures in internal combustion engines

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US1842866A (en) * 1924-12-17 1932-01-26 Goudard Maurice Carburetor
GB266734A (en) * 1926-02-26 1927-09-15 Carburateur Viel Sa Du Improvements in carbureters provided with multiple sprayers and throttle valve
US1868831A (en) * 1928-03-03 1932-07-26 Frank H Heitger Carburetor
US1863715A (en) * 1929-11-09 1932-06-21 Frank H Heitger Carburetor
FR747193A (fr) * 1932-12-08 1933-06-12 Dispositif applicable aux carburateurs des moteurs à explosion, pour obtenir la mise en marche à froid de ces moteurs
US2035191A (en) * 1933-03-06 1936-03-24 Vernon P Reynolds Controlling fuel of internal combustion engines
US2080440A (en) * 1935-10-04 1937-05-18 Harry T Scott Carburetor
US2271390A (en) * 1939-05-19 1942-01-27 Dodson Edward Throttle valve for carburetors and other conduits
US2383697A (en) * 1942-11-28 1945-08-28 Carter Carburetor Corp Turbulence producing valve
US2680592A (en) * 1949-07-21 1954-06-08 Chrysler Corp Sectional butterfly valve
US3047277A (en) * 1959-08-03 1962-07-31 Landrum Porter Carburetor for internal combustion engines
US3057606A (en) * 1960-03-31 1962-10-09 California Research Corp Carburetor
US3298677A (en) * 1964-04-20 1967-01-17 Champion Spark Plug Co Throttle valve for internal combustion engines
US3304068A (en) * 1964-08-13 1967-02-14 Ford Motor Co Automatic idle speed-up device
US3414242A (en) * 1965-12-30 1968-12-03 Bouteleux Rene Device for balanced homogenization of air and liquid fuel mixtures in internal combustion engines
US3408054A (en) * 1967-07-26 1968-10-29 Walker Brooks Carburetor

Cited By (14)

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Publication number Priority date Publication date Assignee Title
US3914350A (en) * 1973-08-13 1975-10-21 Hyundai Motor Co Ltd Carburetor throttle valve with fuel re-sprayer
US3903215A (en) * 1973-08-31 1975-09-02 Gen Motors Corp Sonic throttle carburetor
US4034028A (en) * 1975-03-14 1977-07-05 Ford Motor Company Variable venturi carburetor
US4139581A (en) * 1976-09-16 1979-02-13 Swanson Wilbur M Carburetor
US4280969A (en) * 1976-09-16 1981-07-28 Swanson Wilbur M Carburetor
US4297302A (en) * 1978-10-07 1981-10-27 Nissan Motor Company, Limited Butterfly throttle valve with a raised upper lip
US4281632A (en) * 1979-02-21 1981-08-04 Chrysler Corporation Throttle body and mixing tube
US4275700A (en) * 1979-02-21 1981-06-30 Chrysler Corporation Throttle body having a deflector for the throttle blade and improved atomization
US4966735A (en) * 1989-04-12 1990-10-30 Lorusso Michael Non-leaking venturi carburetor
US5300259A (en) * 1991-05-20 1994-04-05 Shinichi Tashiro Carburetor and fuel feeding system having the same
US5527367A (en) * 1993-12-03 1996-06-18 Nippon Carbureter Co., Ltd. Mixer for a gas-fueled engine
US20040012102A1 (en) * 2002-07-17 2004-01-22 Andreas Stihl Ag & Co. Kg Carburetor
US20190085998A1 (en) * 2017-09-20 2019-03-21 Copreci, S. Coop. Electromagnetic Gas Valve, Gas Regulating Valve and Gas Cooking Appliance
US10801639B2 (en) * 2017-09-20 2020-10-13 Copreci, S. Coop. Electromagnetic gas valve, gas regulating valve and gas cooking appliance

Also Published As

Publication number Publication date
NL7009691A (fr) 1971-01-05
JPS4833281B1 (fr) 1973-10-13
SE354891B (fr) 1973-03-26
AT322291B (de) 1975-05-12
AU1708270A (en) 1972-01-06
LU61247A1 (fr) 1970-09-10
AT304184B (de) 1972-12-27
ZA704580B (en) 1971-03-31
ES381391A1 (es) 1973-04-16
FR2054006A5 (fr) 1971-04-16
BE752996A (fr) 1970-12-16
GB1320041A (en) 1973-06-13
CH520871A (de) 1972-03-31
CA938184A (en) 1973-12-11
DE2018515A1 (de) 1971-01-07
AT322292B (de) 1975-05-12

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