EP0051992A2 - Vergaser und Vergasungsverfahren - Google Patents

Vergaser und Vergasungsverfahren Download PDF

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Publication number
EP0051992A2
EP0051992A2 EP81305276A EP81305276A EP0051992A2 EP 0051992 A2 EP0051992 A2 EP 0051992A2 EP 81305276 A EP81305276 A EP 81305276A EP 81305276 A EP81305276 A EP 81305276A EP 0051992 A2 EP0051992 A2 EP 0051992A2
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EP
European Patent Office
Prior art keywords
inlet
fuel
air
chamber
carburettor
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.)
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Application number
EP81305276A
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English (en)
French (fr)
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EP0051992A3 (de
Inventor
Ronald Frederick Bourne
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Individual
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Individual
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Publication of EP0051992A2 publication Critical patent/EP0051992A2/de
Publication of EP0051992A3 publication Critical patent/EP0051992A3/de
Withdrawn legal-status Critical Current

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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
    • F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
    • F02M9/10—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having valves, or like controls, of elastic-wall type for controlling the passage, or for varying cross-sectional area, of fuel-air mixing chambers or of the entry passage
    • F02M9/106—Pneumatic or hydraulic control
    • 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
    • F02M11/00—Multi-stage carburettors, Register-type carburettors, i.e. with slidable or rotatable throttling valves in which a plurality of fuel nozzles, other than only an idling nozzle and a main one, are sequentially exposed to air stream by throttling valve
    • F02M11/02—Multi-stage carburettors, Register-type carburettors, i.e. with slidable or rotatable throttling valves in which a plurality of fuel nozzles, other than only an idling nozzle and a main one, are sequentially exposed to air stream by throttling valve with throttling valve, e.g. of flap or butterfly type, in a later stage opening automatically
    • 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
    • F02M13/00—Arrangements of two or more separate carburettors; Carburettors using more than one fuel
    • F02M13/02—Separate carburettors
    • F02M13/04—Separate carburettors structurally united
    • F02M13/046—Separate carburettors structurally united arranged in parallel, e.g. initial and main carburettor
    • 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

Definitions

  • THIS invention relates to a carburettor for an internal combustion engine.
  • a further disadvantage associated with conventional carburettors resides therein. that at low engine speeds, for example during starting and idling conditions, air velocity through the venturi of the carburettor is insufficient to induce fuel into the airstream. During low engine speeds, therefore, fuel is drawn from an idle jet which is disposed downstream from the throttle control of the carburettor and fuel is introduced directly into the manifold which is often heated to assist vaporisation. It will be appreciated that where the manifold is heated by exhaust gases, the- efficiency of the engine will be lowered as a result of a decrease in the density and mass of working fluid. Moreover, where the manifold is relied upon for vaporisation purposes, an excessively rich fuel/air mixture is required during cold conditions which results in liquid fuel entering the engine and causing resultant wear, and also resulting in incomplete combustion and pollution.
  • US Patent No 1 642 795 discloses a vaporiser which is in the nature. of a vortex chamber heated by exhaust gases, and which is adapted to be disposed intermediate the carburettor and manifold. Similar arrangements are disclosed in British Patent No 413 630, European Patent Application No 0 011 360/Al and US Patent No 3 336 017. These arrangements all suffer from the disadvantage that they tend to render the fuel supply to the engine more complex and costly.
  • the mixing chamber is of substantially circular configuration and the inlet is adapted to direct fluid into the chamber tangentially.
  • the structure of the carburettor will comprise an upper and a lower plate element spaced from one another by a side wall structure, with the inlet being in the nature of a slot extending through the side wall, while the outlet is provided by a central axial aperture in one of the plate elements.
  • an annular air filter device may be sandwiched between the plate elements with the side wall structure disposed within the surround of the filter device.
  • the plate elements could be contoured to provide a desired configuration to the mixing chamber and in a preferred arrangement one or both plate elements will be of convex profile with the convexity directed towards the chamber so that it has a reduced cross-sectional area in the central zone thereof.
  • Baffles and/or flow directing vanes could also be provided in the chamber to ensure that vortical flow is maintained during reduced flow velocities of the air/fuel mixture.
  • the mixing chamber has a profile such that fluid entering through the inlet is radially more remote from the outlet than fluid which has travelled one or more convolutions in the mixing chamber en route to the outlet.
  • the means for introducing fuel into an airstream passing through the inlet comprises a converging-diverging venturi formed in the side wall structure with a fuel inlet disposed in the zone of the throat of the venturi.
  • the means for introducing fuel into an airstream passing through the inlet comprises a variable throat assembly which includes a body member defining a passage therethrough, and a closure member within the passage, the closure member being biased to a position wherein it substantially closes the passage and being adapted to move progressively to open the passage in proportion to air flow therethrough.
  • a primary fuel inlet to the passage is in the nature of a jet or the like and is disposed in the zone of the closure member.
  • the fuel inlet will be disposed a short distance downstream from the closure in its closed position.
  • the closure member will be in the nature of a hinged flap element which is pivotally movable progressively to open the passage.
  • the flap element may be biased towards its closed position by means of a spring arrangement but would preferably be biased simply by means of gravity.
  • the fuel inlet will preferably be disposed in substantial alignment to the free end of the flap element remote from its pivot.
  • one or more additional supplementary fuel inlets are provided in positions upstream from the primary fuel inlet so that a pressure differential is effected across such additional fuel inlet once the closure has been opened at least partially.
  • additional fuel inlets will be spaced progressively upstream from the closure with a pressure differential being created successively over these as air flow reaches a sufficient velocity.
  • damping means is provided for the closure member.
  • damping means could, for example, be in the nature of a fly wheel adapted to dampen through an inertia effect or an element movable through liquid or the like.
  • the force of gravity could be utilized to bias the closure element to its closed position or alternatively a -spring device which provides a substantially constant biasing force throughout its range of operation could be utilised.
  • means for progressively increasing the effective cross-sectional area of the inlet to the mixing chamber in proportion to the flow rate through the chamber, so that the velocity of flow through the inlet can be held substantially constant, such means comprising additional inlets to the chamber which are adapted to open successively in accordance with flow through the chamber.
  • the subsidiary inlets may each be provided with a closure which is biased to a position wherein it closes these inlets, with the biasing force being increased from one to the other so that the inlets open progressively as the depression in the mixing chamber increases. If desirable the subsidiary inlets may be operated by extraneous means such as electro-magnets, a throttle control or the like.
  • a method of providing an air/fuel mixture for an internal combustion engine comprising the steps of providing a mixing chamber having a substantially peripheral inlet for air to the chamber, an inlet for fuel in the zone of the air inlet, and a substantially central outlet from the chamber, drawing air into the chamber through a suction at the outlet, causing a zone of reduced pressure relative to ambient to develop in the zone of the fuel inlet so that fuel is emitted from the fuel inlet and entrained in the air, and ducting the air/fuel mixture along a vortical path about the outlet en route thereto.
  • the chamber is substantially circular and the fluid is ducted into the chamber substantially tangentially and withdrawn therefrom axially relative to the vortical path.
  • the method includes the steps of providing a closure in the inlet, the closure being biased to a position wherein it substantially closes the passage and being adapted to move progressively to open the passage in proportion to air flow therethrough, and the method includes the steps of drawing an air/ fuel mixture into the chamber by means of suction from the carburettor with the closure member substantially closed so that a mixture of relatively low air/fuel ratio is provided; and thereafter permitting the closure member to open progressively in accordance with air flow so that the pressure differential over the fuel inlet remains substantially constant with the air/fuel ratio increasing progressively as air mass increases.
  • the method includes the step of permitting the closure to open fully so that the pressure differential across the fuel inlet increases in accordance with the increase of air flow with the air/fuel ratio decreasing gradually as air density decreases.
  • the method further includes the steps of allowing one or more additional fuel inlets to provide fuel when the closure elements are in a partially opened position and thus to reduce the air/fuel ratio.
  • a plurality of additional supplementary air/fuel inlets will be brought into operation successively.
  • the basic structure of the carburettor comprises a generally circular chamber 10 which is defined between an upper plate-like lid 11 and a lower plate 12 with a central outlet 14 being disposed in the lower plate 12 and adapted to be mounted on a manifold of an internal combustion engine.
  • the chamber 10 is further defined within a circular wall structure 13 which spaces the upper plate 11 from the lower plate 12, and which defines a main substantially tangential inlet 26 therein.
  • Subsidiary inlets may also be disposed in the side wall as will be explained in more detail below.
  • an air filter element 18 Arranged peripherally about the circular side wall 13 is an air filter element 18 which is also sandwiched between the upper lid 11 and the lower plate 12.
  • One or more fuel inlets which introduce fuel into an airstream passing through the main inlet 26 will in all cases be provided in the zone thereof.
  • the side wall structure 13 could be of the type illustrated in Figures 23 and 24.
  • the side wall structure 13 comprises an inner wall 13a and an outer wall 13b, with the venturi 13c defining the main inlet.
  • the venturi 13c will be profiled for suitable flow characteristics and preferably it will be of lesser height than the side wall structure 13 so that it could readily be closed by means of a closure which will be described in more detail below.
  • FIG. 18 and Figure 19 A less complex and preferred wall structure is shown in Figure 18 and Figure 19 and such wall structure is in fact particularly suitable where a flap-type closure is disposed within the inlet as will be more fully set out hereinafter. It will be noted that the wall structure in Figures 18 and 19 is spirally shaped so that fluid rotating in the chamber will not interfere to any significant degree with fluid entering the chamber through the inlet.
  • a further structural feature of the carburettor comprises a fuel supply to the fuel inlets and such a fuel supply could conveniently be in the form of a conventional float chamber, for example, shown at 17, Figure 1 and at 230, Figure 26.
  • the float chamber is defined by a housing 234 which houses a float control valve indicated at 235.
  • the float of the float control 235 will be set so that the level of fuel in the chamber is sufficiently low to prevent flooding when the carburettor is tilted.
  • the carburettor be capable of being tilted to about 30° out of the horizontal and the fuel level in the housing can be controlled accordingly.
  • fuel is induced into the chamber 10 through a pressure differential across the respective fuel inlets.
  • An alternative arrangement, Figure 27, provides for fuel to be injected into the airstream passing through the inlet 26 by means of a suitable injection device shown schematically at 40.
  • the amount of fuel injected into the airstream will be metered in the normal manner and be responsive, for example, to throttle opening, mass flow of air, engine revolutions and high/low demand.
  • working fluid may be cooled if necessary at high engine speeds, for example by injecting water into the airstream passing through the inlets 26.
  • FIG. 26 A further structural variation is shown in Figure 26 wherein the top closure plate 11 is provided with a convex formation in its central region at llb, the convexity being directed towards the outlet 14. It will be appreciated that by reducing the cross-sectional area of the chamber 10 by way of the convexity llb, the velocity of the working fluid in this zone will be increased.
  • the carburettor operates as follows :
  • the chamber spirals to a degree towards the outlet 14 so that fluid entering the inlet 26 is radially more remote from the outlet 14 than fluid which is rotating in the chamber 10 as shown in Figure 18.
  • the swirling rotational emotion of the fuel/gas mixture can also . be maintained as the mixture moves down the outlet 14 by providing a cone formation 16, Figure 3, at the mouth of the outlet 14, the cone formation 16 being mounted by means of a pillar 16a which extends from the top of the lid 11.
  • Means for introducing fuel into an airstream passing through the inlet 26 can take on various forms and three examples are discussed below.
  • a first carburettor is illustrated in Figures 1 to 7 and operates on a semi-constant depression principle.
  • the inlet 26 which has a venturi-like profile is provided with a main jet 19 and acceleration jet 20 in the throat of the venturi.
  • an additional fuel inlet 25 is provided in the outlet 14 of the carburettor, downstream from a butterfly-type flow control valve 15. Fuel at a constant head is supplied to the jets 19 and 20 and fuel inlet 25 from a conventional float chamber 17 and fuel pump [not shown].
  • the butterfly-type valve 15 disposed in the outlet 14 will be substantially closed causing a substantial pressure drop downstream therefrom.
  • fuel will be drawn from a fuel duct 24 through an idling jet 30.
  • the fuel then moves over a syphon hump 31 which has its upper extremity above the level of fuel in the float chamber 17 and which thus prevents flooding through the inlet 25.
  • Fuel passing over the syphon hump 31 is mixed with air which is drawn in through an air bleed-in jet 32 and the fuel mixture then moves to the inlet 25, via a metering jet 32a and a lead 25b.
  • a tapered needle and seat arrangement 25a is provided, with adjustment being effected by screwing the tapered needle towards or away from the seat.
  • the depression downstream therefrom will decrease and the setting of the tapered needle and seat arrangement 25a will be such that supply through the. idling inlet 25 will effectively cease and in such condition the main jet 19, Figure 3, will supply fuel to the engine, the fuel being drawn through the main jet 19 from the fuel duct 24.
  • the main jet 19 is disposed in the throat of the venturi-like inlet 26 and it will be appreciated that as air flow through the inlet 26 increases, the pressure differential over the jet 19 will increase causing increasing amounts of fuel to be drawn therethrough.
  • an acceleration jet 20 Disposed adjacent the main jet 19 and downstream therefrom in the inlet 26, is an acceleration jet 20 which is capable of being opened selectively to supply additional fuel to the engine during high load conditions such as during acceleration and hill climbing.
  • a tapered needle 20a will engage in a seat in the acceleration jet 20 and keep such jet closed during normal engine operating conditions, a lever 21b being biased towards the needle 20a and serving to hold such needle in the closed position.
  • a linkage for operating the throttle valve 15 is shown at 21 and a stop member 21a is provided on the linkage 21 as indicated. When the linkage 21 moves to open the valve 15 to a relatively fully opened position, the stop 21a will engage the lever 21b causing it to disengage the needle 20a whereupon the latter will move away from its seat under the influence of or through an internal spring bias, thus opening the acceleration jet 20.
  • an acceleration and starting jet 238 is provided in the inlet 26 and in order to ensure that fuel is drawn from this jet at required times, an aerodynamic constriction 17a is provided in the throat of the passage 26 to increase the velocity of air passing therethrough.
  • the constriction 17a will be in the nature of an aerodynamically shaped formation which fits into the throat of the venturi 26 to reduce its cross-sectional area.
  • each supplementary venturi inlet 27 is provided with a jet 28, and a closure 29 which is hinged at 29a for pivotal movement between a closed position as indicated in Figure 7 and an open position indicated by the broken line, each closure 29 is biased towards its closed position by means of a resilient finger element 29b which trails the closure 29a and which contacts an adjustable stop formation 29c. It will be appreciated that the biasing force of the finger 29b will be increased either by reducing the distance between the pivot point 29a and the stop formation 29c or by screwing the stop formation 29c towards the finger 29b to tension the latter.
  • closure 29 could be biased to its closed position in various ways.
  • the closure which is now shown at 113 is biased to its closed position by means of resilient finger formations 114, and doubtless other variations are possible.
  • a further feature of the carburettor comprises the provision of a relief valve 22 downstream from the valve 15, Figure 1.
  • a relief valve 22 downstream from the valve 15, Figure 1.
  • valve means such as a solenoid operated needle valve could be provided to close the supply line 25b when engine speed rises above idling speed as described hereinafter.
  • a carburettor which operates on a variable depressing principle is indicated in Figures 8 to 11 and where the same numerals are employed, the same or a similar structure or arrangement is indicated.
  • This carburettor differs from the one disclosed in Example 1 in that the main inlet 40 which is provided with a main jet 43 and an acceleration jet 44 in the throat thereof, is supplemented only by a secondary inlet 41 and a tertiary inlet 42.
  • the inner surfaces of the secondary and tertiary inlets 41 and 42 are formed by flap formations 41a and 42a which are respectively hinged at 41b and 42b for movement between a closed position and an opened position as indicated in figure 9.
  • the flaps 41a and 42a are biased towards their closed positions by means of a suitable spring bias 41c and 42c respectively and the force of the spring bias 42c will be greater than that of 41c so that the secondary inlet 41 will open before the tertiary inlet 42 as pressure decreases in the chamber 10 with rising engine speed.
  • the closures 29 for the supplementary inlets 27, Figure 7, could be employed instead of the flaps 41a and 42a.
  • the progressive opening of additional inlets to the .chamber 10 such as shown in Figures 14, 20, 25 etc.
  • the secondary inlet 41 is provided with a main jet 41d which will feed fuel into the airstream passing through the inlet 41 once this is open.
  • a needle and seat valve 20 will be provided to close off fuel supply to the acceleration jet under normal conditions, the needle and seat valve 20 being held in the closed position by means of a lever 21b.
  • a stop 21a on the linkage 21 for the operating valve 15 will contact the lever 21b when. the valve moves to its substantially fully opened position. Control of the acceleration jet 44 is thus effected by means of the linkage 21 as in the previous case.
  • an additional needle valve 45 which is controlled by means of a solenoid 45a is provided to close off fuel supply to the acceleration jet 44 at high engine revolution. It is envisaged that a signal from an engine speed indicator will be utilized to operate the solenoid 45a.
  • a solenoid operated needle valve 46 with the solenoid being shown at 46a, is also provided in the fuel supply to an idling jet 47.
  • a fuel inlet 25 for idling purposes is provided downstream from the valve 15.
  • Fuel is again drawn over a syphon hump 31 with a suitable air bleed-in 48 being provided and in this instance the idling jet 47 is provided downstream from the syphon hump 31 and from the solenoid operated needle valve 46.
  • a signal from an engine speed indicator could be utilized to.
  • FIG. 12 to 18 A preferred arrangement for inducing fuel into the airstream passing through the inlet 26 is shown in Figures 12 to 18 wherein means for varying the throat of the inlet 26 is provided, such means comprising a closure member 312 which is biased to a position wherein it closes the inlet 26 and which is adapted to open progressively in proportion to air flow through the inlet 26.
  • the closure member 312 is in the nature of a weighted flap element pivotally mounted at its one end at 312a for movement about a horizontal axis.
  • a fuel inlet 315 is disposed slightly downstream from the free end of the flap 312 in its closed position, as illustrated.
  • a second supplementary fuel inlet 16 is provided upstream from the first inlet 15 and it is envisaged that further additional fuel inlets 318 and 319 may be provided in upstream locations. Further additional fuel inlets could be provided if required.
  • the flap 312 will open progressively causing the air velocity over the fuel inlet 315 to remain substantially constant, and thus also causing the pressure differential over the fuel inlet 315 to remain substantially constant. Accordingly, as engine speed increases above idling speed, the air/fuel ratio will rise sharply and the mixture become excessively "lean". In order to provide more fuel to the airstream at this stage, it is envisaged that the second upstream inlet 316 will be brought into operation as the air velocity thereover becomes sufficiently high. It will be appreciated that there is a convergence and accordingly an increase in the velocity in the airstream in the region of the flap 312 and the closer the inlet 316 is to the inlet 315, the sooner it will be brought into operation.
  • a plurality of supplementary fuel inlets 318 and 319 may be provided' and these may be spaced progressively from the primary fuel inlet 315.
  • the air/fuel ratio at this stage will therefore remain substantially constant although a progressive decrease in the density of the air will result in a gradual decrease in the air/fuel ratio.
  • the broken curve indicated at 381 shows an exaggerated situation where supplementary fuel inlets are brought into operation successively with a sharp drop in the curve and reduction in air/fuel ratio being indicated as each inlet comes into operation. It will be appreciated that by providing sufficient supplementary fuel inlets and varying the proportions of the flap 312 and primary fuel inlet 26, the characteristics of the curve shown in Figure 22 could be altered as desired so that a curve which approached an ideal one shown by full line 386 could be obtained.
  • Figure 21 illustrates the air velocities below the free end of the flap 312 at various openings. It will be noted that in the graph the closed position is shown at 45° and by varying the angle at which flap 312 is closed different characteristics can again be obtained. Once the flap 312 is fully opened the velocity through the passage 26 will increase in accordance with mass flow, and the velocity will depend upon the constriction provided by the leading end of the flap 312. An additional constriction [not shown] could also be provided in order to obtain the required velocity.
  • a supplementary air inlet is again provided at 337 which is adapted to open when the depression inside the chamber reaches a predetermined value and in order to ensure that air velocity through the primary inlet 26 does not exceed a desired value.
  • a closure . 336, Figure 14, Figure 15, may be in the nature of a spring loaded flap with a fuel inlet 335 being provided upstream therefrom. It will be appreciated that the action of the spring loaded flap 336 is different from that of the flap 312 of the main inlet in the sense that the air/fuel mixture provided by the additional inlet 337 will remain substantially constant at least until the flap 336 reaches its fully opened position. Thus, the pressure differential over the inlet 335 will be substantially proportional to air flow as a result of the progressive opening of the flap 336.
  • FIG. 17 and Figure 18 the closure 336 is adapted to move vertically to open the inlet 337 and a variation of this arrangement is shown in Figure 19 and Figure 20.
  • a supplementary inlet is shown at 341 with a resilient closure therefor and a fuel inlet shown at 340 and 339 respectively, the closure being adapted to move in a horizontal. plane as shown in Figures 1 to 9 and 25.
  • Figure 20 a similar arrangement is shown with a closure being biased to the closed position by means of a resilient finger 342.
  • a further advantageous effect experienced with the carburettors described in all three examples above is that the latent heat of vaporisation required to vaporise the liquid fuel results in a substantial temperature drop in the chamber 10 which in turn increases the density and mass of the working fluid and accordingly the volumetric efficiency of the engine.
  • This effect is the opposite of conventional carburettors where the manifold is often heated by exhaust gases to assist in vaporisation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
EP81305276A 1980-11-07 1981-11-06 Vergaser und Vergasungsverfahren Withdrawn EP0051992A3 (de)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
ZA806891 1980-11-07
ZA806891 1980-11-07
ZA81702 1981-02-02
ZA810702 1981-02-03
ZA813072 1981-05-08
ZA813072 1981-05-08
ZA816155 1981-09-04
ZA816155 1981-09-04

Publications (2)

Publication Number Publication Date
EP0051992A2 true EP0051992A2 (de) 1982-05-19
EP0051992A3 EP0051992A3 (de) 1982-12-01

Family

ID=27506084

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81305276A Withdrawn EP0051992A3 (de) 1980-11-07 1981-11-06 Vergaser und Vergasungsverfahren

Country Status (5)

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EP (1) EP0051992A3 (de)
AR (1) AR226135A1 (de)
AU (1) AU7690281A (de)
BR (1) BR8107219A (de)
ES (1) ES506912A1 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4313518A1 (de) * 1993-04-24 1994-11-03 Georg Prof Dipl Ing Guertler System zum Empfang codierter Fernsehsendungen gegen Bezahlung
RU2263222C2 (ru) * 2003-07-01 2005-10-27 Марийский государственный технический университет Система питания карбюраторного двигателя
RU2299348C1 (ru) * 2005-12-07 2007-05-20 Государственное образовательное учреждение высшего профессионального образования Марийский государственный технический университет Система питания карбюраторного двигателя
CN111046491A (zh) * 2019-11-28 2020-04-21 中国船舶工业系统工程研究院 预估大型船舶柴油主机油耗的方法和装置
US12020671B2 (en) * 2020-05-11 2024-06-25 Avid Technology, Inc. Data exchange for music creation applications

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB413630A (en) * 1932-10-14 1934-07-19 Robert Watchorn Improvements in carburettors
US3336017A (en) * 1965-01-12 1967-08-15 Univ California Compound cyclonic flow inductor and improved carburetor embodying same
US3395899A (en) * 1965-09-28 1968-08-06 Univ California Carburetor
US4072139A (en) * 1974-05-24 1978-02-07 Kuniaki Miyazawa Carburetor
US4063905A (en) * 1976-12-22 1977-12-20 Borg-Warner Corporation Fuel mixer
DE2967428D1 (en) * 1978-09-25 1985-05-15 Automotive Eng Ass Fuel/air mixing device for engines

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4313518A1 (de) * 1993-04-24 1994-11-03 Georg Prof Dipl Ing Guertler System zum Empfang codierter Fernsehsendungen gegen Bezahlung
RU2263222C2 (ru) * 2003-07-01 2005-10-27 Марийский государственный технический университет Система питания карбюраторного двигателя
RU2299348C1 (ru) * 2005-12-07 2007-05-20 Государственное образовательное учреждение высшего профессионального образования Марийский государственный технический университет Система питания карбюраторного двигателя
CN111046491A (zh) * 2019-11-28 2020-04-21 中国船舶工业系统工程研究院 预估大型船舶柴油主机油耗的方法和装置
CN111046491B (zh) * 2019-11-28 2023-07-25 中国船舶工业系统工程研究院 预估大型船舶柴油主机油耗的方法和装置
US12020671B2 (en) * 2020-05-11 2024-06-25 Avid Technology, Inc. Data exchange for music creation applications

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Publication number Publication date
ES506912A1 (es) 1982-08-16
AR226135A1 (es) 1982-05-31
BR8107219A (pt) 1982-07-27
EP0051992A3 (de) 1982-12-01
AU7690281A (en) 1982-05-13

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