EP0115447B1 - Vergaser mit von einem elektromagnetischen Ventil gesteuerter Anreicherungsvorrichtung - Google Patents

Vergaser mit von einem elektromagnetischen Ventil gesteuerter Anreicherungsvorrichtung Download PDF

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Publication number
EP0115447B1
EP0115447B1 EP84400005A EP84400005A EP0115447B1 EP 0115447 B1 EP0115447 B1 EP 0115447B1 EP 84400005 A EP84400005 A EP 84400005A EP 84400005 A EP84400005 A EP 84400005A EP 0115447 B1 EP0115447 B1 EP 0115447B1
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EP
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Prior art keywords
engine
circuit
carburetor
electrically controlled
controlled valve
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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.)
Expired
Application number
EP84400005A
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English (en)
French (fr)
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EP0115447A1 (de
Inventor
Philippe Bauer
Henri Mazet
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Solex SA
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Solex SA
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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
    • F02M3/00—Idling devices for carburettors
    • F02M3/08—Other details of idling devices
    • 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
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/06—Means for enriching charge on sudden air throttle opening, i.e. at acceleration, e.g. storage means in passage way system
    • F02M7/08—Means for enriching charge on sudden air throttle opening, i.e. at acceleration, e.g. storage means in passage way system using pumps
    • F02M7/093—Means for enriching charge on sudden air throttle opening, i.e. at acceleration, e.g. storage means in passage way system using pumps changing output according to intake vacuum

Definitions

  • the present invention relates to carburetors for internal combustion engines of the type which include a main fuel spouting circuit opening at the neck of a venturi placed in the intake duct, an idling and low-load running circuit opening in the intake duct downstream of a throttle unit controlled by the driver and an enrichment device for supplying the intake duct with additional fuel during certain operating phases of an engine powered by the carburetor , device provided with an adjustment solenoid valve supplied by an electronic circuit sensitive to at least one operating parameter of the engine and capable of supplying pulses of variable duty cycle control.
  • the enrichment device designed to deliver fuel both into the venturi and into an air channel of the idle, is controlled by an electronic circuit intended to bring the air / petrol mixture supplied to the engine to the stoichiometric composition.
  • This solves the problems of engine operation in steady state, both at high load and at low load. But it is not possible to make a motor work properly by supplying it, at all speeds, with a stoichiometric mixture of air and gasoline.
  • Certain operating phases, such as acceleration, cold running or full load make it necessary or at least desirable to supply the engine with a rich mixture.
  • document US-A 1 797 165 describes a carburetor comprising a recovery pump controlled both mechanically and / or by reducing the vacuum in the intake duct, thus making it possible to adopt the mixture at rapid accelerations.
  • Document US-A 2919908 for its part, describes a carburetor with thermally insulated acceleration pump making it possible to avoid the formation of gas bubbles which reduce the efficiency of the pump.
  • the present invention aims to provide a carburetor which meets the requirements of practice better than those previously known, in particular in that it makes it possible to satisfactorily adjust the richness of the mixture supplied to the engine, at all speeds, using only simple means.
  • the invention provides a carburetor of the kind defined above, in accordance with the characterizing part of claim 1. So that a failure of the electronic circuit results in degraded, but still acceptable, operation of the carburetor and not not by a near impossibility of starting the engine and running it cold, the solenoid valve is advantageously of the type open at rest.
  • the invention makes it possible to reduce to 1 the number of solenoid valves required to fulfill several functions of a very different nature, which constitutes a very significant simplification compared to the solutions previously proposed.
  • the invention makes it possible to use an acceleration pump controlled by vacuum, that is to say much simpler than a pump controlled by a mechanical linkage from the main throttling member.
  • the acceleration pumps controlled by vacuum have been abandoned practically at present due to their serious disadvantage: when the engine stops, the acceleration pump injects its contents into the intake duct.
  • This drawback is eliminated, in a particular embodiment of the invention, by providing a narrow orifice for communication between the discharge chamber of the acceleration pump and the constant level tank which supplies it. The solenoid valve remaining closed for a determined time interval after switching off the ignition, the discharge compartment of the accelerator pump is emptied into the tank at constant level.
  • the invention is capable of being applied to very different carburetors, and in particular to so-called constant vacuum carburetors, although it seems particularly advantageous in the case of so-called variable vacuum and fixed nozzle carburetors.
  • variable vacuum carburetor which constitutes a particular embodiment given by way of non-limiting example.
  • the description refers to the single figure which accompanies it and shows those of the constituents of the carburetor which are concerned by the invention, in schematic form, partially in elevation and partially in vertical section through the axis of the intake duct.
  • the inverted carburetor shown in the Figure comprises a body made up of several assembled parts in which an intake duct 11 is formed.
  • the lower part of the duct 11 contains a main throttling member formed by a butterfly 12 carried by a rotary axis 13 and controlled by the driver by means of a linkage not shown.
  • the upper part of the duct 11 constitutes an air inlet 14 generally mu denies an air filter, not shown, and containing an air flap 21 belonging to a starting system which will be described later.
  • the fuel supply circuits to the engine are supplied by a tank 15 at constant level N.
  • This tank supplies a main fuel spout circuit which will not be described in detail since it can be of conventional constitution. It will generally comprise an emulsion well 47 supplied from the constant level tank 15 and connected to a passage 16 opening at the neck of a venturi 17.
  • a slow-motion and idling circuit at low load comprises a channel 18 which opens into downstream in the intake duct, on the one hand, by an idle orifice 19 situated downstream of the end of the butterfly valve whatever the position of the latter and, on the other hand, by progression holes 20, also called “bypass holes”, located so as to pass from upstream to downstream of the end of the butterfly 12 when the latter is ajar from its minimum open position to bring it to the position shown in 12a.
  • the Air 21 flap belonging to the starting device is carried by an eccentric pin 22. It is controlled either manually from a pull tab located on the dashboard, or automatically depending on the engine temperature, for example by a bimetallic strip. This air flap 21 causes, when it is closed while the engine is running, a high vacuum at the outlet of the main spouting circuit.
  • the carburetor further comprises an acceleration pump 23.
  • the pump shown in the Figure, of the vacuum-controlled type comprises a variable volume chamber 24 connected to the tank 15 by a suction channel 25 provided with a valve d 25a. This chamber 24 is also connected to the intake duct by a discharge channel 26.
  • the chamber 24 is delimited by a movable pumping member, constituted by a flexible membrane 29 which separates it from a chamber 30 connected by a channel 31 to the part of the intake duct 11 located downstream of the butterfly valve.
  • a spring 32 contained in the chamber 30 tends to push the membrane in a direction tending to reduce the volume of the chamber 24.
  • a stop (not shown) can be provided to limit this movement.
  • a solenoid valve 40 intended to be controlled by pulses of variable duty cycle is interposed on the discharge conduit 26.
  • This solenoid valve is controlled by an electronic circuit 41 capable of supplying current slots variable duty cycle between 0 and 1, ratio determined by the value of the input signals it receives from various sensors sensitive to engine operating parameters.
  • the discharge channel of the pump is designed to be able to supply the intake duct either directly, near the neck of the venturi, or via channel 18 of the idling circuit.
  • the calibrated orifice 28 through which the fuel from the channel 26 escapes opens into the channel 18 of the idling circuit.
  • the passage 42 for supplying air to the channel 18 is placed in the extension of the injection orifice 28. In order for the injection into the intake duct to take place properly, the passage 42 is of larger section than that of the orifice 28: this is not a particular subjection, an air inlet orifice always having a diameter greater than the associated fuel inlet orifice.
  • an orifice 43 of small section connects the variable-volume chamber 24 of the pump 23 to the tank 15.
  • the electronic circuit 41 constitutes a calculation unit making it possible to develop the duty cycle of the pulses supplied to the solenoid valve 40 from various input signals.
  • the frequency of the pulses may be constant and fixed by an oscillator incorporated in circuit 41. More frequently, it will be fixed by the speed of the engine: it suffices for this to place, for example on the ignition distributor, a sensor providing a pulse around.
  • the input signals received by the sensor must make it possible to calculate the duty cycle to be given to the control pulses of the solenoid valve at idle and at full load.
  • Other parameters can be used, in particular the vacuum which reigns downstream of the butterfly 12.
  • a signal representative of the engine temperature must be supplied to the circuit 41. This signal can be obtained using a sensor 46 subjected to the temperature of l engine cooling water.
  • circuit 41 comprising a memory of the so-called “cartographic” type, providing a value of the duty cycle for each pair of values V, a.
  • the circuit 41 will include timing means, making it possible to supply a signal of duty cycle 1 during a determined time interval (usually a few seconds) after switching off the ignition.
  • the strong vacuum which prevails in the intake duct 11 downstream of the throttle valve fuel from the chamber 24 through a non-return valve, the channel 26 and the calibrated orifice 28 which acts as an idle jet.
  • the vacuum draws in emulsion air through the calibrated passage 42.
  • the duty cycle of the signals supplied to the solenoid valve 40 is determined by the circuit 41 as a function of the temperature 0 of the engine, or of a another parameter: this effect is combined with that of the air flap 21 which provides energetic enrichment during the launch phase and during the first seconds of operation.
  • the circuit 41 excites the solenoid valve 40 in direct current, which cuts off the supply of fuel to the engine.
  • the element of the circuit 41 necessary for this function can be very simple and be limited to a door indicating the presence of the two conditions.
  • a third condition very high vacuum in the intake manifold, gear ratio engaged, ...) can be provided. It requires the presence of an additional sensor.
  • the circuit 41 it is sufficient for the circuit 41 to be provided to supply, for a predetermined period of time after switching off the ignition, a continuous signal for closing the solenoid valve 40.
  • This time delay also makes it possible to prevent the acceleration pump 23, if it is pneumatically controlled, from sending the fuel contained in the chamber 24 to the intake duct 11. For this, it suffices that the time delay (duration of closing of the solenoid valve 40 after switching off the ignition) is sufficient for the fuel contained in the chamber 24 to be returned to the tank at constant level by the calibrated orifice 43 before reopening.
  • the circuit 41 can be provided to modulate the quantity of fuel sent by the pump 23 as a function of the engine temperature (or other parameters, for example the brutality of the acceleration). For this, the circuit 41 adjusts the opening duty cycle of the solenoid valve 40 as a function of the representative temperature signal supplied by the sensor 46 or of any other signal representative of an acceleration parameter. It should be noted that one can obtain, from the opening signal supplied by the sensor 44, an opening speed signal, by bypass.
  • the vacuum which prevails at the neck of the venturi 17 draws fuel from the chamber 24 via the passage 42, from the orifice 28 and the discharge channel 26.
  • This operating regime can be detected from the signals supplied by the sensors 44 and 45.
  • the circuit 41 can be provided to then supply the solenoid valve 40 with a control signal, the duty cycle is determined by pre-programmed values as a function of one or more parameters, for example the motor speed.
  • the carburetor shown in the Figure comprises a starting flap 21 which, when it is in the closed position where it is shown, ensures the high enrichment necessary for starting the engine.
  • the throttle valve is then kept in a slightly open position (position 12a indicated in dashes in the Figure) so that the vacuum generated by the engine is transmitted to the outlet of the main spouting system 16.
  • the air shutter control 21 and that of the butterfly can be ensured by conventional means, which therefore need not be described here.
  • the starting flap 21 is designed to open quickly after starting the engine. The richness necessary for the proper functioning of the engine is subsequently ensured, during heating, by the circuit which sends the solenoid valve 40 a signal whose duty cycle is essentially a function of the temperature signal supplied by the probe 46.
  • the circuit 41 can be provided to then supply the solenoid valve 40 with a continuous current of permanent closure. But the circuit can also be provided to intervene then, using the fact that the vacuum, coming from the neck of the venturi and the idle channel 18, applied to the outlet of the orifice 28, makes it possible to draw fuel through the chamber 24.
  • This flow rate can be adjusted by modulating the duty cycle of the control signals of the solenoid valve 40 as a function of engine operating parameters.
  • it is then possible to perform closed loop operation by supplying the circuit 41 with a signal representative of the composition of the engine exhaust gases. This signal can be provided by a lambda probe 48 (in dashed lines in the Figure) plunging into the exhaust manifold 49.
  • circuit 41 will not be described here, since many different arrangements can be used. However, it should be noted that this circuit will generally comprise a digital computation unit, for example a microprocessor associated with a working RAM and with read only memories for storing preprogrammed values, as well as at least one analog converter. -digital to convert the analog parameters supplied by the sensors into digital data usable by the calculation unit.
  • a digital computation unit for example a microprocessor associated with a working RAM and with read only memories for storing preprogrammed values, as well as at least one analog converter. -digital to convert the analog parameters supplied by the sensors into digital data usable by the calculation unit.
  • the invention is susceptible of numerous variant embodiments and, in particular, it is adaptable to a constant vacuum carburetor, in which an auxiliary throttle member movable as a function of the flow rate which traverses the intake duct gives a section of passage of fuel towards the intake duct a value depending on its position, itself representative of the air flow.

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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 The Air-Fuel Ratio Of Carburetors (AREA)

Claims (9)

1. Vergaser für eine Brennkraftmaschine mit einem Kraftstoff-Hauptspritzkreis, der am Hals einer in die Einlassleitung des Vergasers mündenden Venturidüse (17) angeordnet ist, mit einem Leerlauf- und Teillastkreis, der stromab eines vom Fahrer gesteuerten Drosselorgans (12) in die Einlassleitung mündet, und mit einer Anreicherungsvorrichtung, die während gewisser Betriebsphasen eines durch den Vergaser gespeisten Motors der Einlassleitung zusätzlichen Kraftstoff zuführt, wobei diese Vorrichtung mit einem Regel-Magnetventil (40) versehen ist, das von einem elektronischen Kreis gespeist wird, der auf wenigstens einen Betriebsparameter des Motors anspricht und Steuerimpulse von veränderlichem zyklischen Verhältnis liefert, dadurch gekennzeichnet, dass er eine Hochfahr- oder Beschleunigungspumpe (23) mit einer Einlassleitung aufweist, die mit einem Rückschlagventil (25a) und einem Förderkanal (26) versehen ist, der die Einlassleitung und den Leerlaufkreis mit Kraftstoff speist, wobei an diesem Kanal das Magnetventil (40) zwischengeschaltet ist, wobei die Pumpe vorgesehen ist, damit der in der Einlassleitung herrschende Unterdruck Kraftstoff durch die Pumpe und das Magnetventil hindurch ansaugen kann, wenn dieses letztere offen ist, dass der elektronische Kreis (41) auf wenigstens einen Regelparameter unter der Geschwindigkeit, der Motortemperatur und der Öffnung des Drosselorgans anspricht, und dass der Förderkanal (26) der Pumpe in Nähe des Halses der Venturidüse in die Einlassleitung über zwei koaxiale Kanäle (28, 42) mündet, die durch eine Kammer getrennt sind, die mit dem Leerlaufkreis (18) des Vergasers in Verbindung steht, der keine andere Speisung mit Kraftstoff als die Beschleunigungspumpe haben kann.
2. Vergaser nach Anspruch 1, dadurch gekennzeichnet, dass der Verbindungskanal (42) zwischen der Kammer und der Einlassleitung einen grösseren Querschnitt als der den Förderkanal (26) mit dem Leerlaufkreis (18) verbindende Kanal (28) hat.
3. Vergaser nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Magnetventil (40) von in Ruhestellung offener Bauart ist und dass der elektronische Kreis (41) eine Verzögerung aufweist, die das Magnetventil während einer gegebenen Dauer nach Unterbrechung der Motorzündung geschlossen hält.
4. Vergaser nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Beschleunigungspumpe von der durch Unterdruck gesteuerten Bauart ist und zur Verbindung zwischen der Kammer mit veränderlichem Volumen und dem sie speisenden Schwimmergehäuse eine Öffnung (43) aufweist.
5. Vergaser nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der elektronische Kreis eine mit einem kartographischen Speicher versehene Recheneinheit aufweist, die für jedes Paar von Werten für die Motordrehzahl und den Öffnungswinkel des Drosselorgans einen Wert für das zyklische Verhältnis der dem Magnetventil gelieferten Signale liefert.
6. Vergaser nach Anspruch 5, dadurch gekennzeichnet, dass der elektronische Kreis mit einem Motortemperaturfühler versehen ist und dass er vorgesehen ist, um in Abhängigkeit von der Temperatur beim zyklischen Verhältnis einen addierenden oder multiplizierenden Korrekturkoeffizient anzubringen.
7. Vergaser nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der genannte Kreis Speichermittel aufweist, die einen Wert des zyklischen Verhältnisses der auf das Magnetventil ausgeübten magnetischen Signale jedem Temperaturwert während des kalten Leerlaufbetriebs entsprechen lassen.
8. Vergaser nach einem der vorhergehenden Ansprüche, gekennzeichnet, durch einen nach dem Start des Motors schnell öffnende Luftklappe (21)..
9. Vergaser nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der elektronische Kreis vorgesehen ist, um das Magnetventil in Schliessstellung zu halten, wenn die Betriebsparameter des Motors einen Verzögerungsbetrieb anzeigen.
EP84400005A 1983-01-03 1984-01-03 Vergaser mit von einem elektromagnetischen Ventil gesteuerter Anreicherungsvorrichtung Expired EP0115447B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8300014A FR2538856A1 (fr) 1983-01-03 1983-01-03 Carburateur a commande d'enrichissement par electrovanne
FR8300014 1983-01-03

Publications (2)

Publication Number Publication Date
EP0115447A1 EP0115447A1 (de) 1984-08-08
EP0115447B1 true EP0115447B1 (de) 1987-10-28

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Family Applications (1)

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EP84400005A Expired EP0115447B1 (de) 1983-01-03 1984-01-03 Vergaser mit von einem elektromagnetischen Ventil gesteuerter Anreicherungsvorrichtung

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EP (1) EP0115447B1 (de)
BR (1) BR8307327A (de)
DE (1) DE3467023D1 (de)
ES (1) ES8501487A1 (de)
FR (1) FR2538856A1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9464588B2 (en) 2013-08-15 2016-10-11 Kohler Co. Systems and methods for electronically controlling fuel-to-air ratio for an internal combustion engine
US10054081B2 (en) 2014-10-17 2018-08-21 Kohler Co. Automatic starting system

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0208802A1 (de) * 1985-07-17 1987-01-21 Kwik Europe London Limited Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen
FR2619163B1 (fr) * 1987-08-03 1989-10-06 Campos Jean Louis Dispositif electronique de gestion de carburant pour moteurs essence et diesel
ES2098174B1 (es) * 1993-02-09 1998-01-01 Sanchez Velasco Clemente Jesus Carburador de inyeccion adicional variable de aire y combustible, controlado mediante eje de oscilacion central emulsor fijado a placa con movimiento axial por palanca directa.

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1797165A (en) * 1926-09-18 1931-03-17 Percival S Tice Carburetor
US2207456A (en) * 1938-06-28 1940-07-09 Carter Carburetor Corp Carburetor structure
US2563096A (en) * 1946-01-28 1951-08-07 Carter Carburetor Corp Carburetor
US2919908A (en) * 1956-12-27 1960-01-05 Acf Ind Inc Insulated accelerating pump
JPS51101633A (de) * 1975-03-03 1976-09-08 Yamaha Motor Co Ltd
FR2419403A1 (fr) * 1978-03-08 1979-10-05 Sibe Perfectionnements aux dispositifs de carburation pour moteurs a combustion interne
IT1145013B (it) * 1981-01-27 1986-11-05 Weber Spa Dispositivo atto ad arrichire la miscela erogata da un carburatore per motore a combustione interna

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9464588B2 (en) 2013-08-15 2016-10-11 Kohler Co. Systems and methods for electronically controlling fuel-to-air ratio for an internal combustion engine
US10054081B2 (en) 2014-10-17 2018-08-21 Kohler Co. Automatic starting system

Also Published As

Publication number Publication date
ES528503A0 (es) 1984-12-01
EP0115447A1 (de) 1984-08-08
FR2538856A1 (fr) 1984-07-06
BR8307327A (pt) 1984-08-14
FR2538856B1 (de) 1985-04-26
DE3467023D1 (en) 1987-12-03
ES8501487A1 (es) 1984-12-01

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