DE2816341A1 - FUEL SUPPLY DEVICE FOR COMBUSTION ENGINE - Google Patents

Description

YAMAHA. HATSUDOKI KABUSHIKI KAISHA No. 2500, Shingai, Iwata-shi, Shizuoka-ken, Japan

Fuel supply device for internal combustion engines

The invention relates to internal combustion engines and, more particularly, to fuel supply systems for Internal combustion engines. In particular, the invention is concerned with fuel supply systems designed to reduce polluting emissions can be reduced and a smooth operation of the internal combustion engine is ensured.

In internal combustion engines, it is generally difficult to operate smoothly and stably at low Load, since the amount of the total requirement for air-fuel mixture (generally as Mixture referred to) and thus reduce the speed of propagation of the combustion flame accordingly. Thus, an internal combustion engine works at. ge

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phone (oao) ssasea

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low load with a low thermal efficiency and you often see irregular running or load fluctuations in the internal combustion engine fixed. Eemer nisian; in this operating condition of the internal combustion engine, the proportion of unburned components, such as carbon monoxide and hydrocarbon, in the exhaust gas too.

In recent years, devices have therefore been proposed that the mixture in the combustion chamber swirl in such a way that the propagation speed of the combustion flame is increased adequately. According to an embodiment of such a device the internal combustion engine is provided with an atomizer, so that an atomized Current is generated at the end of the compression stroke in order to achieve a turbulence. According to In an alternative proposal, the inlet valve is provided with a jacket which has the purpose of directing the fuel supply stream tangentially to create a turbulence. It was, however found that the atomizer to achieve a satisfactory result, with less Effective load on the internal combustion engine is. A shrouded inlet valve also has adverse effects on the Fuel supply power, especially when the internal combustion engine is working at high speed.

The invention aims to provide a fuel supply device that is effectively polluting Effective reduction of emissions in the entire load range of the internal combustion engine, without the performance characteristics of the internal combustion engine

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affect negatively.

According to the invention, a fuel supply device is distinguished with an inlet pipe that connects to a combustion chamber via an intake port, and a throttle valve that is arranged in the inlet line, characterized in that a control valve in the inlet line between the throttle valve and the inlet channel is arranged that an auxiliary line is provided, one of which End opens into the inlet duct near the inlet duct via an opening that opens onto the combustion chamber is directed, and the other end into the inlet line between the throttle valve and the Control valve opens, and that a device is provided that the control valve at low load the internal combustion engine closes.

According to a preferred embodiment of the invention the control valve is dependent on the suction pressure via a function of the suction pressure operating device, such as a device with diaphragms, operated. According to another Embodiment according to the invention, the control valve is connected to the throttle valve in such a way that the control valve is opened when the throttle valve is opened beyond a certain degree of opening is.

If the present invention for a multi-cylinder internal combustion engine is determined having a fuel supply device having an inlet manifold and a plurality of inlet conduits branching therefrom and which connect between the manifold and the manifold. the main inlet line and the associated one

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Cylinders run, the control valve can be in each branching inlet line or in each branching Inlet channel can be provided - Alternatively, the control valve can also be in a common inlet line be arranged leading to the main inlet line. Preferably this should be on the inlet side End of the auxiliary line in the wall of the inlet line or of the inlet channel at another point open as the bottom wall of the same. Furthermore, it is preferred to use the opening at the downstream end to direct the auxiliary line to the space between the inlet opening or the inlet channel and forms the inlet valve in its open position.

Further details, features and advantages of the invention emerge from the following description of preferred embodiments with reference to the accompanying drawings.

Figure 1 is a cross-sectional view of a fuel supply device for an internal combustion engine according to a first embodiment of the invention,

Figure 2 is a plan view of the fuel supply device in Figure 1,

Figure 3 is a fragmentary bottom view of the cylinder head which is for an internal combustion engine according to the figures and determines Λ 2, and

Figure A- is a cross-sectional view of a further embodiment of a fuel supply device according to the invention. 809842/1076

With reference to the accompanying drawing, in particular in FIGS. 1 to 3, an internal combustion engine is shown shown having a cylinder block 2 with four cylinder bores 2a. A piston 3 is in each cylinder bore 2a reciprocatingly arranged. On the cylinder block 2 is a cylinder head 4 attached, are formed in ^ the combustion chambers 9, which correspond to the cylinder bores 2a are assigned. The cylinder head 4 is for each combustion chamber with an inlet port 7 and an outlet port 8, which are connected to an inlet channel 5 and an outlet channel 6, respectively. On the cylinder head 4, an inlet valve 10 and an outlet valve 11 are also provided, the corresponding with the inlet and outlet ports 7 and 8 cooperate. Furthermore, 9 is for each combustion chamber a spark plug 12 is provided. Each outlet channel 6 is connected to an outlet line 13 and the inlet channels 5 are connected to an inlet manifold 14, the branching main inlet lines 15 which establish a connection with the inlet channels 5 accordingly.

A carburetor 1 is connected to the main inlet line 14, formed by a body 1a with primary and secondary ducts communicating with the main inlet ducts 15 (The carburetor 1 is thus designed as a so-called register carburetor). Are in the primary channel a pre-throttle valve 1b and a main throttle valve 1c are provided. A throttle valve 1d for the second Stage is provided in the secondary channel. At the bottom of the main inlet conduit 14 is a jacket 14a provided for the coolant of the internal combustion engine, which performs the function of preheating the

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sucked mixture in the main inlet line.

In each main inlet port I5 there is a control valve provided, which is designed such that it works with the aid of a function of the suction pressure Device I7 according to the pressure, in the main inlet line 15 can be controlled. The device 17 comprises a membrane 17b which a suction pressure chamber 17a is limited. The membrane 17b is connected via a thrust element 17d which is in turn connected via a rod-shaped element 20 to a lever 19 which is attached to the valve 16 is attached. In the chamber 17a there is a spring 17c arranged, dier.die membrane 17b in Figure 1 after biased downward so that the control valve 16 is open. The chamber 17a is via a line 18 with the main inlet line 15 in the inlet manifold 14- connected in such a way that the suction pressure in the line 15 is transmitted into the chamber 17a, and the membrane can be moved upwards against the action of the spring 17c.

Each inlet port 5 is provided with a nozzle opening 21 at a portion near the inlet port 7 which is directed towards the inlet opening 7. The nozzle openings 21 are correspondingly with Auxiliary lines 22 connected, which in turn are connected to a main line 23. An auxiliary line 24 is at one end with the main line 23 and at the other end with the inlet manifold 14- on the downstream side of the control valve it is connected. The auxiliary line 24-in preferably opens out the main inlet line at a different point in the wall than the bottom wall in order to avoid that liquid fuel entered the line 24- along the wall ^ an ^ y.,

When working the internal combustion engine at high speed and heavy load, with these operating conditions the throttle valve 1c is wide open, the pressure in the Kauptainlaßlsibung 15 is comparative high, so that the membrane 17b is held in the device 17 in its lower position, and the control valve 16 is open. As a result, the main part of the mixture to be introduced passes through the Main inlet pipe 15 and each of the inlet ports 5 into the combustion chamber 9

When starting the internal combustion engine or when working the same under low load, with this operating mode of the internal combustion engine, the throttle valve 1c comparatively only slightly is open, there is a reduced suction pressure in the main inlet line 14 and the suction pressure is transferred to the chamber 17a to the membrane 17b to lift. Thus, the control valve 16 in moves its closed or only slightly open position. In this position of the control valve The mixture to be introduced goes through the auxiliary line 24 and the main line 23 into the auxiliary channels 22. The intake mixture in the auxiliary channels is then injected into the combustion chambers 9 via the nozzle openings 21 and the inlet openings 7.

Since the auxiliary channels 22 and the nozzle openings 21 in their clear cross-sectional areas in comparison to the inlet channels 5 are small, the intake mixture occurs through the nozzle openings 21 with a high Speed off. Further, since the nozzle opening 21 faces the combustion chambers 9, the intake mixture flow becomes into the combustion chambers 9 without a

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speed reduction initiated. This results in an intense swirling or turbulence of the Mixture in each combustion chamber 9 · is preferably the nozzle opening 21 is directed towards the haum, which is between the inlet port 7 and the inlet valve ΊΟ forms when the inlet valve 10 is open, so that the intake mixture flow can get into the combustion chamber 9 without a disruptive influence the inlet valve 10 occurs.

It has been found that the vortex or turbulence thus generated in the combustion chamber is extremely effective in maintaining stable combustion of the mixture even at idle or at low levels Allow load. As a result of the swirling or turbulence of the mixture, the fuel particles in the mixture intensely mixed with the air and the speed of propagation of the combustion flame is thereby increased.

In Figure 4 is a further embodiment of the invention shown. The internal combustion engine shown there is essentially identical to the gener Figures 1 to 3 shown. Same or similar Parts are provided with the same reference numerals as in the first embodiment. In this embodiment a common for all cylinders control valve 16 is provided in the main line 15 'is arranged in the carburetor 1. The auxiliary line 24- opens at the upstream end of the primary channel or the first stage of the carburetor between the throttle valve 1c and the control valve 16.

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A pivot lever 31 is mechanically connected to the throttle valve 1c and the lever 31 can be adjusted via a manually operated cable 32. The pivot lever 31 has a slot 33 which receives a pin 34a of one end of a connecting element y \ - , the other end of which is connected to the control valve 16. Thus, the throttle valve 1c can be operated manually via the cable 32 and, in the first stage of movement of the throttle valve 1c, the control valve 16 is not operated or not moved. However, when the lever 31 is moved by the train 32 so that the throttle valve 1c is opened beyond a predetermined opening degree, the movement of the lever 31 via the pin 34a and. the connecting element 34 transferred to the control valve 16 so that the same begins to open.

In the above embodiments, the auxiliary channels 22 and the auxiliary line 24 formed as tubular elements, which are arranged outside of the internal combustion engine are. It should be noted, however, that the channels or conduits in the main inlet conduit 14 and the cylinder head can be formed, or alternatively the tubular elements for the channels and conduits positioned in close proximity along the inner walls of the main inlet ports.

Although the invention has been described by way of example with reference to multi-cylinder internal combustion engines is, the invention is also intended for an internal combustion engine with a single cylinder.

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Claims (9)

"» -ΓΕ A. GRUNECKER DtPU-ΙΝα H. KINKELDEY W. STOCKMAlR DR-ING. ■ AeE (CAUECH] K. SCHUMANN DR RER Νί * Π · OPL-PHYS P. H. JAKOB G.BEZOLD j DR RER.N4T DIPL-CHEM. ' 8 MUNICH MAXIMILIANSTRASSE A3 P 12 Patent correspondent Fuel supply device for internal combustion engines with an inlet line which has a Inlet port connects to a combustion chamber, and a throttle valve, the is arranged in the inlet line, characterized in that a control valve (16) arranged in the inlet line (5 »15) between the throttle valve (1c) and the inlet opening (7) is that an auxiliary line (24) is provided one end of which is in the vicinity of the inlet opening (7) via an opening (21) into the inlet line or the inlet channel (5, 15) opens ^ which is directed to the combustion chamber (9), and that other end between the throttle valve (1c) and the control valve (16) into the inlet line (15) opens, and that a device (17; 31-33) is provided which the control valve (16) at low Load on the internal combustion engine closes. 809842/1076 TELEPHONE (08B) 22 28 62 TELEX 06-29 380 TELEGRAMS MONAPAT TELEKOPERER ORIGINAL INSPECTED 2. Fuel supply device according to claim 1, characterized in that the Device (17; 31-33), which closes the control valve (16), comprises a device which is dependent on from the pressure in the inlet line (15) on the downstream side of the throttle valve (1c) works, and depending on the suction pressure: the control valve (16) closes when this pressure drops below the predetermined pressure value. 3. Fuel supply device according to claim 1, marked by the fact that the device that closes the control valve (16), comprises a mechanical lost motion connection acting as an interconnection between the throttle valve (1c) and the control valve (Figure 4-). 4-, fuel supply device according to claim 3, characterized in that the connecting device is manually operable Lever (31), which is connected to the throttle valve (1c) Actuation of the same is connected, and a connecting element (34 ·) comprises the lever (31) with the control valve (16) with the interposition of a lost motion connection such that the Control valve (16) is opened when the throttle valve (ic) is over a predetermined degree of opening out is open. 5 · Fuel supply device according to one of claims 1 to 4-, characterized in · net that a main inlet line (14 ·) with several branching inlet channels (15) for "supplying several combustion chambers (9) with mixture. 809842/1076 can be seen, and that the control valve (16) in geder branching inlet line (15) is provided. 6. Fuel supply device according to one of claims 1 to 4-, characterized in that a main inlet line (14 ·) with a common channel (15 *) and several branching inlet channels (15) is provided for the mixture supply of several combustion chambers (9), and that the Control valve (16) is arranged in the common channel (15 ¹ ) (Figure 4-). 7 · Fuel supply device according to one of the Claims 1 to 6, characterized in that that the other end of the auxiliary line (24-) into the inlet line or the inlet channel (5, 14 ·) at a different wall location than the bottom wall flows out. 8. Fuel supply device according to one of claims 1 to 7 »characterized in that that on the underside of the inlet line (14-) a jacket (14-a) is provided, which of coolant is flowed through in order to preheat the sucked-in mixture. 9. Fuel supply device according to one of the Claims 1 to 8, characterized in that one end of the auxiliary line (24-) in one Eaum is directed between the inlet opening (7) and the inlet valve (10) in his open position .. 8 0 9842/1076