DE2251351A1 - COMBUSTION MACHINE - Google Patents

Description

PATENT LAWYER'S OFFICE ThOMSEN - TlEDTKE - BüHLING 22 5 1 3 5

TEL. (0811) 53 0211 TELEX: S-24 303 topat

530212

PATENT LAWYERS

Munich: Frankfurt / M .: Dlpl.-Chem. Dr. D. Thomson Dipl.- Ing. W. Weinkauff Dipl.-Ing. H. Tledtke (Fuchthohl 71)

Dlpl.-Chem. G. Bühling Dipl.-Ing. R. Kinne Dipl.-Chem. Dr. U. Eggers

8000 Munich 2 Kaiser-Ludwig-Platze October 19, 1972

Nissan Motor Company, Limited Yokohama City, Japan

Internal combustion engine

The invention relates generally to internal combustion engines and in particular to a control device for satisfactory start-up of the engine when warming up to normal operating temperature.

A common internal combustion engine, as used in a motor vehicle, usually has a carburetor, which, when the engine has warmed up properly and is running at its normal operating temperature, an im essential correct mixture of air and fuel? fert to get proper engine operation among the various Driving conditions ". For starting and starting as well as for all engine operating states it is necessary

Oral agreements, especially by telephone, require written confirmation Postscheck (Manchen) Account 116074 Dresdner Benk (Munich) Account *!% 1% 9822/029

the engine fuel and air to form a combustible To feed mixture. If the engine temperature is lower than normal running temperature or operating temperature, it is when starting up, it is necessary to supply a larger proportion of fuel to air than for the normal mixture if the engine temperature is much lower than the normal operating temperature, e.g. when starting in cold weather, one must much larger amount of fuel in relation to the air can be added, since when starting at low temperatures only part of the fuel introduced into the engine intake line is vaporized. Because of this, it is a conventional one Carburetors usually with a low speed port provided to provide an enriched air-fuel mixture during cranking and starting of the engine.

The conventional carburetor usually has a choke valve for controlling the passage of air into the carburetor. The choke valve is closed when the engine is started to trigger the use of the low speed opening and thereby delivering an enriched air-fuel mixture to the engine. A well-known choke valve is made by a Temperature sensor, e.g. more precisely the temperature of the engine cooling water or the temperature the engine exhaust.

A problem that arises with this known mode of operation is that it is very difficult to supply the engine with an air-fuel mixture which

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is suitable for adequate combustion, resulting in unsatisfactory engine operation and an increase in content of toxic and harmful components in the engine exhaust gases when starting and warming up the engine. This gives from the fact that the amount of fuel evaporation depends on the engine temperature and the engine does not depend on one Air-fuel mixture is supplied, which is the correct air-fuel ratio because the motor temperature is low when the motor starts up.

The object of the invention is to eliminate these disadvantages.

This task is in an internal combustion engine with an intake line and 'a carburetor with a choke valve solved by an actuator that responds to the negative pressure for controlling the degree of opening of the choke valve, said vacuum responsive actuator being a diaphragm member has, which is mechanically and operationally connected to the choke valve, a diaphragm chamber that is connected to the Suction line is in communication and a spring, which is located within the diaphragm chamber and the diaphragm member claimed in the direction of closing the choke valve, the diaphragm member responding to the negative pressure in the suction line prevails and causes movement in a different direction against the force of the spring to the choke valve to open, wherein a thermostatically controlled device is also provided, which is assigned to the actuator,

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by the level of the negative pressure acting on the diaphragm member to control and thereby to control the degree of opening of the choke valve, the thermostatically controlled device responds to the temperature of the engine.

The invention is explained in more detail below with reference to schematic drawings.

Fig. 1 shows a preferred one in a schematic view Embodiment of the control device according to the invention;

Figure 2 is a schematic view of an additional controller for use in the control device in Fig. Ij

Fig. 3 is a schematic view of a modified one Embodiment of the control device according to Fig. 1;

Fig. ^ Is a schematic view of a further modified embodiment of the control device according to Fig. 1;

Fig. 5 is a schematic view of another preferred embodiment of the control device according to the invention;

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Pig. 6 is a schematic view of a modified embodiment of the control device according to FIG. 5.

In Fig. 1, a preferred embodiment is schematically

shown guide form of the control device according to the invention; this is particularly suitable for an ordinary, gasoline-powered internal combustion engine. The internal combustion engine, generally designated by the reference numeral 10, has as usual a carburetor 11, which is connected to an air filter 12, an intake line 13, which connects to the carburetor 11, and an exhaust line 14. The carburetor 11 is. usually provided with a choke valve 15 which is firmly seated on a rotatable shaft 16 and the air passage through the Carburetor 11 controls. The rotating shaft * 11 is connected to an operating lever 17 connected, which is controlled by the control device according to the invention. The internal combustion engine 10 has furthermore an engine block 18 with a water jacket 19. The special structure of the internal combustion engine does not constitute one Part of the invention and is shown only to facilitate understanding of the control device according to the invention.

The control device, which is generally designated by the reference numeral 20, has an on the negative pressure " responsive actuator 21, which sits on a carburetor body 11a. The actuator 21 is actuated by the negative pressure, which prevails in the suction line 13, whereby the type of operation

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will be explained in detail. This actuator 21 has a housing 12 with a membrane 23, which has a Line 24 is connected to the suction line 13. A Membrane member, e.g., a flexible membrane 25, sits in the housing

22 and is attached to a connecting rod 25a to which the operating lever 17 is operatively connected, see above that the choke valve 15 is opened and closed by the movement of the diaphragm 25. Located in the membrane chamber 23 a compression spring which biases the diaphragm 25 in the direction of the closing of the choke valve 15.

The membrane chamber 23 is as described above

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with the intake line 13 of the engine via the line 2H in connection, so that the diaphragm 25 within the diaphragm chamber

23 responds to the negative pressure in the suction line 13 in order to open the choke valve 15 against the force of the spring 26. To control the level of the negative pressure acting on the membrane 25, the control device 20 also has a thermostatically controlled device 27. In the embodiment according to FIG. 1, the thermostatically controlled device 27 is located between the membrane chamber 23 of the actuator 21 and the suction line 13 however, housed on any other suitable part of the engine as described below.

The thermostatically controlled device 27, as shown in FIG. 1, has a housing 28 with a vacuum level control chamber 29. The vacuum level controller chamber 29 has an inlet

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let, which is connected to the suction line 13, and an outlet which is connected to the line 24 leading to the Diaphragm chamber 23 leads. In the housing 28 there is a partition wall 32 which delimits the negative pressure level control chamber 29. As shown, the partition wall 32 is provided with a control opening 33 which communicates with the negative pressure level control chamber 29 is. The housing 28 also has an air supply opening 3 ^ »which opens to the atmosphere and that with the negative pressure level control chamber 29 is in communication via the control opening 33. The control opening 33 is opposite a valve body 35 for controlling the amount of communication between the air supply port 3 ^ and the negative pressure level control chamber 29, so that the level of the negative pressure acting on the diaphragm 25 is varied. The vacuum level control device 27 also has a thermostat 36 which is attached to the valve body 35 and assigned to it is to the movement in the direction of the control opening 33 and away from it as a function of the engine temperature steer. For this reason, the thermostat 36 sits in the water jacket 19 of the motor block 18. The thermostat 36 is located 1 in the water jacket of the engine, but can be attached to any suitable part of the engine in yet to be described Way to be arranged.

With this arrangement, when the water inside the viass jacket 19 is cold when the engine is started, takes the valve body 35 assigned to the thermostat 36 the position in Fig. 1, so that the control port 33 is fully open

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is. Under these circumstances, the negative pressure level as applied to the negative pressure level control chamber 29 is low, so that the membrane 25 is pressed by the force of the compression spring 26 into the position furthest to the left. Located the membrane 25 is in this position, the actuating rod 25a holds the actuating lever 17 in such a position, that the pressure valve is closed.

However, if the cooling liquid in the water jacket 19 warms up to a predetermined temperature, the valve body 35 is moved by the action of the thermostat 36 in the direction of the control opening 33, so that the degree of connection between the air supply opening 3 ^ and the vacuum level control chamber 29 is reduced. Thereby, the negative pressure level in the negative pressure control chamber 29 is increased. This increased negative pressure reaches ^{the diaphragm chamber 23 through the line 3 1} *. The negative pressure supplied to the diaphragm chamber 23 acts on the diaphragm 25 and thereby moves the latter against the action of the compression spring 26. With this movement of the diaphragm 25, the connecting rod 25a is moved to the right so that the operating lever 17 moves the choke valve 15 into the open position.

It can be seen that the negative pressure level control device 27 the level of the negative pressure in the chamber 29 as a function of changes in the temperature of the cooling liquid controls, whereby the membrane 25 and, accordingly, the choke valve 15 precisely in dependence on the changes in the

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Motor temperature can be controlled. This precise control of the choke valve 15 leads to satisfactory combustion of the Air-fuel mixture that the engine combustion chamber (not designated) is supplied, so that the content of toxic and reducing harmful components in the exhaust gases exiting the exhaust pipe; this results from that the engine is supplied with an air-fuel mixture that has a correct air-fuel ratio.

2 denotes a control device, which is suitable in the control device according to the invention for the purpose of holding the choke valve 15 in the fully open position as soon as the throttle valve 27 of the carburetor 11 is fully open, so that the negative pressure in the Suction line 13 adjusts to atmospheric pressure. An additional control device, which is generally provided with the reference numeral 38, has an additional actuating lever 39 'one end of which is firmly connected to the rotary shaft 16 of the choke valve 15 and the other end of which is connected to a linkage. The additional control device 38 further has two interrelated work contact members 41 and 42 rotatably mounted on a shaft 43 sitsen _{9, 9} which is not shown at an appropriate portion of the engine body befestigt.ist. The two members or engaging members 41 and 42 in working contact have projections 41a and 42a, respectively, which selectively engage one another as shown in FIG. The engagement member 41 is connected to the linkage at one end, while the engagement member Ή2 at its © ii

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. End is connected to a link 44 to which a bell crank 45 is operatively connected. The angle lever 45 is connected to the throttle valve 37 and with this moveable.

If the throttle valve 37 is moved into its fully open position, the angle lever 45 rotates clockwise and pulls the link 45 downward. In this State, the engaging member 42 is rotated clockwise so that the projection 42a of the engaging member 42 in working contact is brought with the projection 4la of the engaging member 41, thereby to the engaging member 41 clockwise rotate, accordingly, the linkage 40 is pulled to the right, so that the additional operating lever 39, the choke valve 15 holds in its open position.

If the throttle valve 37 is substantially closed, the angle lever 45 is held in a position in which the Projections 4la and 42a detach from each other, so that the Choke valve 15 is controlled by the control device according to the invention in the manner described above.

A modified embodiment of the control device is shown schematically in Fig. 3, wherein the same reference numerals denote like components. At this Embodiment sits the thermostat 36 of the vacuum level control device 37 in the suction line 13 and not in the water jacket 19, so that the thermostat of the temperature of the

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Air-fuel mixture is exposed through the intake pipe 13 goes. The other construction parts and arrangement of this embodiment of the control device are the same as those according to Fig. 1, so that detailed description can be omitted for the sake of simplicity.

Another modified embodiment of the control device according to the invention is shown schematically in Pig ₀ 4, in which like components of the vacuum control device are denoted by the same reference numerals as in Figure 1, with the exception that a (') has been added; in this embodiment, only the negative pressure control device is modified. 4, the negative pressure level control chamber 29 'is located between the diaphragm chamber 23 and the air filter 12. The control port 33' is provided in the negative pressure level control chamber 29 'and is in communication with the air filter 12. The vacuum level control chamber 29 ′ has an opening 46 which is connected to the diaphragm chamber 23 of the actuator 21. The valve body 35 'is located opposite the control opening 33 * and opens and closes the same, so that the level of the negative pressure acting on the membrane 25 is varied. The valve body 35 'is connected to the thermostat 36 ^Ί , which is located in the air filter 12, so that the thermostat 36' is exposed to the temperature of the air entering the carburetor 11. The negative pressure level control apparatus of Fig. H operates in the same manner as that of Fig. 1, so that further detailed description does not appear necessary.

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Fig. 5 shows a further preferred embodiment form of the control device according to the invention. In this embodiment according to FIG. 5, the control device 20 also has a heating unit 50 which causes the engine to warm up more quickly, in order thereby to ensure satisfactory operation of the engine after it has been started. The heating unit 50 has a direct voltage source 51 », for example a battery, to which a switch device 52 is electrically connected. The switch device 52 consists of a movable contact 52a and a stationary contact 52b and is selectively opened and closed depending on the engine temperature, as will be described later. The heating unit 50 also has a heating device 53 'which is connected to the DC voltage source 51 via the switch device 52. In the embodiment according to FIG. 5, the heating device 53 is located in an air duct 12a which leads to the air filter 12 in order to heat the air to be supplied to the air filter 12, but it can itself also be accommodated in the air filter 12. The heating unit 50 also has an ignition switch 5 ¹ * which is connected to the DC voltage source 51 and to which an excitation coil 55 is connected. The switch device 52 and the excitation coil 55 are connected in parallel to the DC voltage source 51. The excitation coil 55 is connected to the switch device 52 so that the latter is opened and closed as a function of the excitation and de-excitation of the coil 55. The heating unit 50 also has a thermostat switch 56 which is connected to the excitation coil 55 and which is located on the engine block or in the water jacket 19

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according to FIG. 5 is seated. The thermostat switch 56 can be any Have construction as long as it closes the electrical circuit when the engine temperature is below a predetermined value lies.

Before further explanation of the mode of operation of the heating unit 50, it is assumed that the ignition switch 54 is closed is. Then, when the engine temperature is below a predetermined value, the thermostat switch 56 is closed. In this case, the excitation coil 55 is excited, so that the switch device 52 is closed and an electrical one Path between the direct current source 51 and the heater 53 establishes. Accordingly, the heater 53 actuates and heats up the air which is to be supplied to the carburetor 11 via the filter 12.

however, if the engine temperature exceeds the predetermined one Height, the thermostat switch 56 is opened so that the excitation coil 55 is de-energized. In this case the Switch device 52 opens and interrupts the current connection between the DC voltage source 51 and the heating device 53 so that the heater is turned off.

FIG. 6 shows a further modified embodiment of the heating unit 50 according to FIG. 5 in this modification the heater 53 is located in the intake line 13 and heats the air-fuel mixture that passes through it. The heating unit of Fig. 6 operates in the same way

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as that of FIG. 5, so that no further explanation seems necessary.

As can be clearly seen from FIGS. 5 and 6, the control device according to the invention also has a additional heating unit 60 to the air to be sucked into the carburetor 11 by using the elevated temperature of the To heat exhaust pipe 14 of engine 10. The additional Heating unit 60 has a hot air supply pipe 61 with a Air inlet 62 which is adjacent to the outer surface of the exhaust line 14 and an outlet 63 which connects to the air line 12a, which leads to the air filter 12. The connection between the outlet 63 of the hot air delivery pipe and the air line 12a is controlled by a valve plate 64, one end of which is pivotable to the outlet 63 of the Hot air delivery pipe 61 is connected. To control the valve plate 64, a membrane unit 65 is provided which is located on the air line 12a. The membrane unit consists of a resilient membrane 66 which is attached to an actuating rod 67 is connected, which in turn is operatively connected to the valve plate 64. The membrane unit 65 also has a diaphragm chamber 68 in which a compression spring 69 is located, the diaphragm 66 in the direction on the closing of the valve plate 64 is claimed. This membrane chamber 68 is in communication with a line 70, which in turn is connected to the suction line 13. In line 71 there is a temperature-responsive one Control device 71 which controls the negative pressure which acts on the membrane 66 of the membrane unit 65. The on temperature

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Responsive control device 71 has a control chamber 72 with an inlet 72a and an outlet 72b which is connected to the line 70. The control chamber 72 also has a control opening 73 which opens to the air filter 12. To control the extent of the connection between the control opening 73 and the air filter 12, a valve body 74 is provided which is connected to a thermostat 75 which is located in the air filter 12. This thermostat 75 can have any construction as long as it works in such a way that the associated valve body lh closes the control opening 73 when the temperature of the air in the air filter 12 is below a predetermined value.

If the air temperature in the air filter 12 is lower than the predetermined value during use, the valve body closes 12 the control opening 73 with the use of the thermostat 75, so that the prevailing in the control chamber 72 Negative pressure is increased. This increased negative pressure

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is applied to diaphragm chamber 68 through line 70. This negative pressure then acts on the membrane 66 and moves this in the drawing against the action of the compression spring 69 upwards. As a result, the valve plate 64 is opened and heated air is supplied to the air duct 12 a through the hot air duct 61.

however, when the temperature of the air in the air filter 12 exceeds the predetermined value, the valve body increases 7 ** the degree of connection between the control opening 71 and the

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Air filter 12, so that the level of the negative pressure in the Steuerkairaner 72 decreases. Accordingly, the membrane 66 is moved downward in the drawing under the action of the compression spring 69, so that the valve plate Sk is closed and the connection between the hot air supply line 61 and the air line 12a is interrupted.

It will be seen that the invention not only takes advantage of the automatic control of the engine carburetor choke valve has, but ensures faster engine warm-up, so that satisfactory evaporation of the fuel is guaranteed, whereby the engine is supplied with an air-fuel mixture, which for satisfactory combustion for accelerating the starting and warming up of the engine is suitable even in very cold weather.

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Claims (10)

Claims lJ internal combustion engine with an intake line and a carburetor with a choke valve, characterized by an actuator (21) for the control which responds to negative pressure the degree of opening of the choke valve (15) »wherein the actuator has a membrane (25) which is mechanically attached to the choke valve is connected, furthermore a diaphragm chamber (23) which is connected to the suction line and receives a spring (26), which stresses the membrane in the direction of the closing of the choke valve, whereby the membrane responds to the negative pressure, that prevails in the suction line to open against the force of the spring in a different direction of the choke valve to move, and by a thermostatically controlled device (27) associated with the actuator (21) and controls the level of negative pressure that acts on the 'diaphragm, thereby controlling the degree of opening of the choke valve, wherein the thermostatically controlled device is responsive to the temperature of the engine. 2. Internal combustion engine according to claim 1, characterized by an actuating lever (39) which is connected to the choke valve (15) and by a linkage which is connected to the actuating lever, by two rotatable engagement ^{elements (1} Jl, 42) which have projections that come together in working contact when the throttle valve (37) is fully open, is connected with one of the engaging members to das.Gestänge ⁽¹ K)) by a connecting member, 309822/0295 bad or _{! Q} , na _U which is connected to the other of the engagement elements and by an angled lever (Ί5), one end of which is connected to the connecting link (M) and the other end of which is connected to the throttle valve (37), the angle lever (* J5) with the The throttle valve is rotatable, whereby when the throttle valve is fully open, the projections of the two engagement elements grip each other and thereby cause the linkage (kO) and the operating lever to hold the choke valve in the open position, 3. Internal combustion engine according to claim 1 or 2, characterized in that the thermostatically controlled device (27) has a vacuum level control chamber (29) which is located between the diaphragm chamber (23) and the suction line and has an inlet which is in communication with the suction line and an outlet connected to the diaphragm chamber through a partition (32) for limiting the negative pressure level control chamber, the partition having a control port (33) connected to the negative pressure level control chamber through an air supply port (3 ¹ Oi die communicates with the control port through a valve body (35) which controls the degree of communication between the air supply port and the negative pressure level control chamber so as to influence the negative pressure acting on the membrane, and through a thermostat (36) on the valve body is attached and its movement in the direction of the control opening of the partition and v on this way controls, being 309822/0296 BAD original the thermostat is responsive to the temperature of the engine, whereby the engine temperature is below a predetermined value the thermostat causes the valve body to move towards the control port to close the connection between the air supply opening and the vacuum control duct and thereby increase the level of the vacuum, which acts on dife membrane. 4. Internal combustion engine according to claim 3, characterized marked that the thermostat is in a water jacket is housed, which is provided in the engine block of the internal combustion engine, the thermostat of the engine coolant exposed in the water jacket, causing the movement of the valve body depending on the thermostat is controlled by the temperature of the engine coolant. 5. Internal combustion engine according to claim 3, characterized in that the thermostat is in the intake line and is exposed to the temperature of an air-fuel mixture passing through the intake pipe. 6. Internal combustion engine according to claim 1, characterized in that the thermostatically controlled device a negative pressure level control chamber disposed between the air filter (12) and the diaphragm chamber (23) wherein the negative pressure level control chamber has a control port which is in communication with the air filter, as well an opening which is connected to the diaphragm chamber, wherein 3 0 9 8 2 2/0295. _BATH ORIGINAL a valve body opposite the control opening (33 ') (35 *), which controls the degree of connection between the air filter and the vacuum level, and by a thermostat, which is housed in the air filter and connected to the valve body, for its movement in the direction of the control opening and away from it, depending on the temperature of the Air in the air filter. 7. Internal combustion engine according to claim 1 to 6, further characterized by a heating unit (50) for rapid warm-up of the engine after starting the engine, the heating unit having a DC voltage source (51), furthermore a switch device (52) which is connected to the DC voltage source, a heating device (53) connected to the DC voltage source via the switch device is connected, and an ignition switch, which is connected to the DC voltage source, wherein the switch device and the ignition switch are connected in parallel with the voltage source by a Excitation coil (55), which is connected to the ignition switch and is assigned to the switch device, in order to by this to be opened and closed and by a thermostatic switch (56), which sits on the engine block, to set the temperature feel the coolant of the motor and the excitation coil energized to close the switch device and thereby bring the heater into use, so that the engine warms up quickly when the temperature 309822/0296 bathroom original temperature of the cooling liquid below a predetermined value lies. 8. Internal combustion engine according to claim 7 »characterized in that the heating device in the air filter is arranged to heat the air supplied to the intake duct. 9. Internal combustion engine according to claim 7, characterized in that the heating device in the intake line is housed to heat the air-fuel mixture that flows through it. 10. Internal combustion engine according to claim 1, characterized by a heating unit for heating the air to be supplied to the carburetor, this heating unit having a hot air supply line (61) which has an inlet located next to the outer surface of the exhaust line and an outlet connected to the air line, through a valve plate (64) located at the outlet of the hot air supply line (61), through a membrane unit (65) with a membrane (66) operatively and mechanically connected to the valve plate, through a valve chamber (68) connected to the suction line in Connected by a spring located in the diaphragm chamber and urging the diaphragm towards the closing of the valve plate, and by a vacuum level control device located between the diaphragm, the heating unit and the suction line 309822 / 029S BATH ORIGINAL and has a thermostat located in the air filter to control the amount of negative pressure applied to the membrane in the heating unit. BAD ORKSfNAL 309822/0295 Blank page