EP0208802A1 - Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen - Google Patents

Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen Download PDF

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Publication number
EP0208802A1
EP0208802A1 EP85108945A EP85108945A EP0208802A1 EP 0208802 A1 EP0208802 A1 EP 0208802A1 EP 85108945 A EP85108945 A EP 85108945A EP 85108945 A EP85108945 A EP 85108945A EP 0208802 A1 EP0208802 A1 EP 0208802A1
Authority
EP
European Patent Office
Prior art keywords
fuel
lambda
combustion engine
internal combustion
lambda correction
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.)
Withdrawn
Application number
EP85108945A
Other languages
German (de)
English (en)
French (fr)
Inventor
Rudolf Diener
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
KWIK EUROPE LONDON Ltd
Original Assignee
Kwik Europe London Ltd
Kwik Products Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to EP85108945A priority Critical patent/EP0208802A1/de
Application filed by Kwik Europe London Ltd, Kwik Products Corp filed Critical Kwik Europe London Ltd
Priority claimed from US06/877,445 external-priority patent/US4726342A/en
Priority to NO862705A priority patent/NO862705L/no
Priority to ZA865041A priority patent/ZA865041B/xx
Priority to AU59832/86A priority patent/AU5983286A/en
Priority to EP86109374A priority patent/EP0209073A3/en
Priority to GR861830A priority patent/GR861830B/el
Priority to FI862954A priority patent/FI862954A/fi
Priority to KR1019860005760A priority patent/KR880000684A/ko
Priority to CS865405A priority patent/CZ540586A3/cs
Priority to ES8600331A priority patent/ES2000514A6/es
Priority to SU864027917A priority patent/SU1602399A3/ru
Priority to PT83001A priority patent/PT83001A/pt
Priority to CN198686105826A priority patent/CN86105826A/zh
Priority to JP16687586A priority patent/JPS6258052A/ja
Publication of EP0208802A1 publication Critical patent/EP0208802A1/de
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/16—Other means for enriching fuel-air mixture during starting; Priming cups; using different fuels for starting and normal operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0046—Controlling fuel supply
    • F02D35/0053—Controlling fuel supply by means of a carburettor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0046—Controlling fuel supply
    • F02D35/0053—Controlling fuel supply by means of a carburettor
    • F02D35/0069—Controlling the fuel flow only
    • 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
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/16—Carburettors having continuously-rotating bodies, e.g. surface carburettors
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/06—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by the pressurisation of the fuel being caused by centrifugal force acting on the fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • F02M7/12—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves
    • F02M7/133—Auxiliary jets, i.e. operating only under certain conditions, e.g. full power
    • 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
    • F02M71/00—Combinations of carburettors and low-pressure fuel-injection apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to a lambda correction device on a rotor carburetor for internal combustion engines with spark ignition for generating a fuel-air mixture with a variable fuel-air ratio, which is adapted to the requirements in the different operating points of the internal combustion engine, the rotor carburetor comprising a rotor driven by an impeller through the intake air flow which contains a centrifugal pump for delivering a fuel quantity which is in constant proportion to the intake air quantity and which is measured for a lean mixture through at least one lateral fuel outlet bore, and a coaxial atomization ring with an inner wall for receiving the fuel dispensed by the centrifugal pump as well as a circumferential spray edge for atomization of the fuel taken into the intake air flow.
  • the fuel-air ratio is the same at all engine speeds from idling to full load (constant ⁇ ) and for a given dimension Machine only depends on the width of the fuel outlet bore of the centrifugal pump contained in the rotor, so that any desired fuel-air ratio can be set simply by changing the bore diameter.
  • a rotor carburetor enables a constant lean mixture ⁇ value to be determined and set, with which the internal combustion engine can operate satisfactorily over the entire operating range with reduced fuel consumption and, moreover, the pollutant content in the exhaust gases is very low.
  • 2,823,906 describes a rotor carburetor, albeit of a slightly different design than the one provided here, in which an intake air flow guided over the impeller introduces an orifice that surrounds the rotor with the impeller and is adjustable together with the throttle valve branch flow dependent on the throttle valve position is branched off into a bypass channel and thus the rotor speed and thus the amount of fuel emitted into the entire intake air flow is regulated depending on the position of the throttle valve.
  • a simple lambda correction cannot meet the modern requirements and, if applied to a rotor carburetor of the type provided here, would in particular prevent its particularly advantageous mixture preparation.
  • the lambda correction device comprises a regulated fuel injection pump, which is controlled by a control device with connected control signal transmitters in one or more of the operating phases and operating points of the internal combustion engine requiring a richer fuel / air mixture, each to correct the mixture ⁇ value Exactly measured amount of fuel sprayed onto the inner wall of the atomizing ring of the rotor carburettor, the fuel metering depending on at least the most essential of the specific operating phase or operating point and from throttle valve actuation, throttle valve position, speed, outside temperature, coolant temperature, oil temperature, air pressure, Humidity, etc. selected external parameters.
  • the lambda correction device corresponds to the known fuel injection in gasoline engines, in which fuel is injected in a metered manner into the individual cylinders or into the intake port of the internal combustion engine with a previously mechanically, now mainly electronically controlled injection pump.
  • the main difference is that in the conventional force fuel injection, all of the required fuel is fed through the injection pump and is metered out by the injection pump or injection nozzles at a relatively high pressure (approx.
  • rotor carburetor with lambda correction device Another advantage of the rotor carburetor with lambda correction device is that if the lambda correction device fails due to a defect in the injection system (pump, regulator), the rotor carburetor keeps the internal combustion engine less perfect, but fully operational, while damage occurs in the known fuel injection usually also the internal combustion engine fails. Rotor carburetors with lambda correction thus provide additional operational safety for motor vehicles.
  • the rotor carburetor 2 of a known type shown schematically in longitudinal section in FIG. 1 and arranged in the air intake pipe 1 of an internal combustion engine, essentially comprises a rotor 7, which is mounted in a bushing 3 in ball bearings 4 for contact-free rotation about a coaxial fuel supply pipe 5 and which is used for driving by the sucked air flow is equipped with an impeller 8.
  • the rotor 7 contains, as a centrifugal pump, a fuel delivery channel 10, which is connected to the outlet opening 6 of the fuel supply pipe 5, also without contact, and leads to a lateral fuel outlet bore 9.
  • the wing-bearing sleeve of the impeller 8 forms an atomizing ring 11, the downwardly conically widening inner wall 13 of which is closed above the fuel outlet bore 9 and below the wing open annular space 12 on the rotor shell and ends in a circumferential spray edge 14, so that the when the rotor 7 rotates under high pressure, fuel ejected from the fuel outlet bore 9 is drawn out into a thin film on the inner wall 13 of the co-rotating atomizing ring 11 and is atomized as a mist of the finest droplets into the sucked-in air stream via the spray edge 14 below the impeller 8.
  • the rotor carburetor 2 is supplied with fuel in a conventional manner, for example by means of a feed pump, in which case the rotor carburetor with the overflow and fuel Recirculation is equipped, or via a float 15, to which the fuel supply pipe 5 of the rotor carburetor 2 is connected via a fuel line 16 and which is shown schematically in Fig. 1 without taking into account its design and its position in relation to the rotor carburetor.
  • Downstream of the rotor carburetor 2 is the conventional throttle valve 18 in the air intake pipe 1 of the internal combustion engine, which can be adjusted about its axis 17 by the accelerator pedal (which is not shown in FIG. 1).
  • the lambda correction device comprises a regulated fuel injection pump 20, to the outlet 25 of which an injection nozzle pipe 39 is connected, which, as is shown more clearly in FIG. 2, extends into the annular space 12 of the rotor 7 and obliquely onto the inner wall in the direction of rotation of the rotor 7 13 of the atomizing ring 11 is directed so that fuel is injected from the injection nozzle 39a onto the inner wall 13, which mixes there with the fuel emitted from the fuel outlet bore 9 of the rotor 7 and together with the latter via the spray edge 14 into the sucked-in air stream is atomized.
  • the fuel injection pump 20 can be of any type; however, an electromagnetically actuated, single-acting piston pump is preferably used, as shown in FIG. 1.
  • a cylindrical pump housing 21 is closed on one end by a magnetic core 22 and on the other end by a cover 38.
  • the magnetic core 22 has a continuous longitudinal bore 23 lying in the longitudinal axis of the housing and leading to the outlet 25 with an outlet ball valve 24 arranged therein and carries the magnetic winding 26.
  • the magnetic winding 26 extends beyond the magnetic core 22 to a magnetic return ring arranged in the pump housing 21 28, which, together with the front section of the pump housing 21, forms a magnetic yoke to the magnetic core 22 in order to prevent a weakening of the magnetic field.
  • a cylindrical pump piston 29 is arranged so as to be longitudinally displaceable as a magnet armature, which plunges into the magnetic winding 26 and can be moved back and forth between the magnetic core 22 and an end ring 33 mounted in the pump housing 21 at a distance from the magnetic return ring 28.
  • the pump piston 29 has a coaxial bore 30 on the end face facing the magnetic core 22, which contains an inlet ball valve 31 and through inlet channels 32 leading obliquely to the piston jacket and via the pump chamber 34 between the magnetic return ring 28 and the end ring 33 with, for example, the fuel line 16 connected inlet 34 of the fuel Injection pump 20 is connected.
  • the pump piston 29 On the end facing away from the magnetic core 22, the pump piston 29 carries a rod 35 which is mounted in the end ring 33 in a slightly displaceable manner and is equipped at its free end with a plate 36 which acts as an abutment for a return spring 37 which is supported on the end ring 33 serves the pump piston 29. An undesired outflow of fuel from the pump housing 21 is prevented by the cover 38 placed thereon.
  • the fuel injection pump 20 is designed for uniform piston strokes of preferably 1.2 mm and is dimensioned independently of the respective design in such a way that with each pump stroke through the injection nozzle 39a there is a constant constant constant Fuel quantity of, for example, between 40 and 60 mm3 is injected into the atomizing ring 11 of the rotor 7.
  • the injection pump 20 is in particular also designed and constructed in such a way that there is practically no wear in long-term operation, and thus in particular the amount of fuel emitted per pump stroke is always constant and no readjustments are required.
  • the fuel injection pump 20 shown in FIG. 1 is operated with current pulses of constant amplitude and variable pulse repetition frequency, so that a pump stroke takes place with each current pulse and the additional fuel quantity emitted by the fuel injection pump 20 into the atomization ring 11 in the time unit by the pulse repetition frequency Correction of the ⁇ values is determined.
  • the current pulses are generated by a pulse generator 40, to the outputs 43, 44 of which the magnetic winding 26 of the fuel injection pump 20 is connected by connecting lines 27.
  • the control signal generator 51 is used for the lambda correction when accelerating the internal combustion engine, while the other control signal generators 52, 53, 54, 55, for example, for the lambda correction when cold starting, when starting hot, depending on the air pressure and on the outside temperature are provided.
  • Any number of additional signal transmitters can be connected to measurement transmitters, in particular for a lambda correction depending on, for example, the oil temperature, the number of wires, the power, etc.
  • FIG. 3 A particularly simple circuit arrangement for such a pulse generator 40 is shown in FIG. 3.
  • the magnetic winding 26 of the fuel injection pump 20 (FIG. 1) in the pulse generator 40 is at one end via the pulse generator output 43, the collector-emitter path of a switching transistor Tr 1 (eg BD 243) and a resistor R 1 (0.68 Ohm) with the negative terminal 42 of the operating voltage source (10-15 volts) and at the other end via the pulse generator output 44 directly connected to the positive terminal 41 of the operating voltage source , so that each time the switching transistor Tr 1 is switched on and off in short succession, a current pulse flowing through the magnetic winding 26 representing an inductive load is generated.
  • Tr 1 eg BD 243
  • R 1 resistor
  • a conventional stabilization circuit connected to it comprising a second transistor Tr 2, a Zener diode Z 1 and resistors R 10 (12 ohms) and R 11 (470 ohms), which are connected as shown in FIG. 3.
  • the switching transistor Tr 1 is switched on by the first thyristor Th 1, through the resistors R 2 and R 3. the base-emitter path of the switching transistor Tr 1 and the resistor R 1 flowing base current are turned on, and a current flow through the magnetic winding 26, the collector-emitter path of the switching transistor Tr 1 and the resistor R 1 is used. If the second thyristor Th 2 is then also fired, the base current flowing to the base of the switching transistor Tr 1 is diverted through the switched-on second thyristor Th 2, and the switching transistor Tr 1 switches off.
  • the period of time from the firing of the first thyristor Th 1 to the firing of the second thyristor Th 2 therefore essentially determines the duration of the current pulse flowing through the magnetic winding 26, a current pulse duration of approximately 4 msec being selected in the exemplary embodiment described here, in which 4 msec of the pump piston 29 (FIG. 1) is pushed against the force of the return spring 37 for a pump stroke of 1.2 mm in length from the rest position to the magnetic core 22 and the amount of fuel given by the pump volume is injected into the atomizing ring 11.
  • the first thyristor Th 1 To ignite the first thyristor Th 1, its ignition electrode is connected via a Zener diode Z 2 (4.7 V) to the positive electrode of a first capacitor (22 ⁇ F), in which the negative electrode is connected to the negative terminal grounded through the ground terminal 45 42 of the operating voltage source is connected.
  • the positive electrode of the first capacitor C 1 is connected to the switching point A for charging the capacitor via a diode D 1 and a charging resistor consisting of a fixed resistor R 8 (330 ohms) and a variable resistor R 9 (4.7 kOhms) and for discharging a discharge resistor R 16 (100 ohms) and a diode D 5 connected to the collector of the switching transistor Tr 1.
  • the first capacitor C 1 with the charging resistors R 8, R 9 forms an RC timer with a variable time constant.
  • the pulse generator is switched on, ie the operating voltage is applied, the first capacitor C 1 begins to charge and as soon as its voltage reaches the Zener voltage of the Zener diode Z 2, the first thyristor Th 1 is ignited, the series circuit connected in parallel with the resistor R 4 (2.2 kOhm) at the ignition electrode comprising the resistor R 5 (680 ohms) and the NTC resistor NTC 1 ( 4.7 kOhm, 20 ° C), as is known, makes the ignition independent of temperature fluctuations.
  • the switching transistor Tr 1 As soon as the switching transistor Tr 1 is switched on by firing the first thyristor Th 1 and current flows through the magnet winding 26 and the switching transistor Tr 1, the first or RC-element capacitor C 1 is turned on by the discharge resistor R 16 connected to the collector of the switching transistor Tr 1 unload. The discharge of the first capacitor C 1 must be completed before the switching transistor Tr 1 is switched off by igniting the second thyristor Th 2.
  • the second thyristor Th 2 To ignite the second thyristor Th 2, its ignition electrode is connected by a fixed resistor R 13 (330 ohms) and a variable resistor R 12 or trimmer (500 ohms) to the emitter of the switching transistor Tr 1 connected to the resistor R 1, here too by Temperature fluctuations ignite the resistance R 7 (1 kOhm) at the ignition electrode, the series connection of fixed resistance R 6 (1 kOhm) and NTC resistor NTC 2 (4.7 kOhm, 20 ° C) is connected in parallel.
  • the switched switching transistor Tr 1 and the resistor R 1 the voltage drop across the resistor R 1 at the emitter creates a voltage which rises with the current and which the trimmer R 12 and the resistor R 13 is applied to the ignition electrode of the second thyristor Th 2.
  • the voltage has risen to the ignition voltage value (1 V) of the second thyristor, it ignites.
  • the circuit components are dimensioned so that the second thyristor Th 2 ignites when the current through the magnet winding 26 has risen to 1.5 amps.
  • the two thyristors Th 1 and Th 2 must first be deleted.
  • the switching transistor Tr 1 is switched off, the magnetic energy stored at the collector of the switching transistor Tr 1 when the current flows through the magnetic winding 26 causes a short-term (approx. 2 msec) reverse voltage which is polarized opposite the operating voltage, the Zener diodes Z 3 and Z 4 connected in parallel by the magnetic winding 26 (36 V) is limited to a value (36 V) which is harmless for the switching transistor Tr 1.
  • This flashback voltage is used to quench the two thyristors Th 1 and Th 2.
  • the quenching circuit here contains a third transistor Tr 3 (BC 337, 60 V), the collector-emitter path of which is connected in parallel with the thyristors Th 1 and Th 2 connected in series.
  • the base of the third transistor Tr 3 is on the one hand via a diode D 3 (100 V) with the negative terminal 42 of the operating voltage source and on the other hand via the series connection of a series RC element with the capacitor C 2 (1 F) and the Resistor R 14 (270 ohms), resistor R 15 (1 kOhm) and Zener diode Z 6 (6, 2 V) connected to the collector of the switching transistor Tr 1.
  • the series circuit of diode D 3 and series RC element C 2, R 14 is a Zener diode Z 5 (8.2 V) and the series circuit of resistor R 15 and Zener diode Z 6 is a diode D 4 (100 V) connected in parallel, as it is shown in Fig. 3.
  • the third transistor Tr 3 thereby becomes briefly conductive, and the voltage at the anode of the first thyristor Th 1 breaks down, so that both thyristors Th 1 and Th 2 are extinguished. If the switching transistor Tr 1 is then turned on for the subsequent current pulse by firing the first thyristor Th 1, the second capacitor C 2 discharges via the diode D 3 and the series circuit comprising resistor R 14 and diode D 4, so that the next Erasing the thyristors Th 1 and Th 2 can take place after this subsequent current pulse.
  • the Zener diode Z 5 serves as a limiter diode.
  • Lambda corrections for some operating points and operating phases of the internal combustion engine are described in more detail below.
  • the fuel consumption is very low, around 500 cm 3 per hour.
  • the rotor 7 also rotates at low speeds, and accordingly the fuel output through the fuel outlet bore 9 of the rotor 7 is also low.
  • very little additional fuel therefore needs to be supplied to the rotor 7 with the fuel injection pump 20, so that, for example, one pump stroke per second or more and thus one for the current pulses driving the fuel injection pump 20 Repetition frequency of 1 Hz and less is completely sufficient.
  • This idle pulse repetition frequency is set at the control resistor R 9, and the control resistor 9 thus set can remain switched on for all speeds of the internal combustion engine in the charging circuit of the first capacitor C 1, since these small additional amounts of fuel in the load ranges of the combustion Engine with the significantly higher fuel consumption there hardly influence the lean mixture ⁇ value set with the fuel outlet bore 9 and can also be taken into account in the dimensioning of the fuel outlet bore 9 for the desired lean mixture.
  • the idle lambda correction is therefore already integrated in the pulse generator 40.
  • the control signal generator 52 (FIG. 1) for the cold start lambda correction has, as a measurement value transmitter, a PTC resistor arranged in the coolant with a characteristic curve which is made suitable for the desired lambda correction or made suitable by a circuit arrangement connected to it.
  • This control signal generator 52 in the simplest case the PTC resistor, is connected to the connection 48 of the pulse generator 40 (FIG.
  • the hot start control signal generator 53 can be designed like the cold start signal generator 52 and in particular can also be switched off from the charging circuit of the first capacitor C 1 by an electronic switch when the internal combustion engine temperature drops below a lower temperature limit.
  • the throttle valve 18 (FIG. 1) is opened by depressing the accelerator pedal and, in order to obtain the richer fuel-air mixture required for acceleration, a sufficient amount of additional fuel is delivered to the rotor 7 by the fuel injection pump 20.
  • a simple control signal generator 51 for Lambda correction during acceleration is shown in FIG. 1.
  • the throttle valve shaft 17 carries a slip clutch 56, by means of which when the throttle valve 18 is opened, the movable contact 57 of an electrical changeover switch 57, 58, 59 is set from one fixed contact 58 to the other fixed contact 59.
  • the changeover switch 57, 58, 59 is connected to the pulse generator 40 via a circuit arrangement 60, the one fixed contact 58 being connected via a charging resistor R 60 (10 kOhm) with a positive voltage of 8.2 V (for example from the connection 43 in FIG. 3) leading connection 47, the movable contact 57 via a capacitor C 60 (22 mF) with a ground connection 46 and the other fixed contact 59 via the series connection of a variable resistor R 62 (1 kOhm) and a fixed resistor R 62 (220 Ohm) em control input X 1 (FIG. 3) and a diode D 6 connected to it is connected to the positive electrode of the first capacitor C 1.
  • the distance between the two fixed contacts is chosen to be as small as possible, so that the changeover switch reacts to extremely small throttle valve adjustments.
  • the throttle valve When the throttle valve is moved into the closed position, for example when the gas is removed, the movable contact 57 is placed on the one fixed contact 58 and the capacitor C 60 is charged.
  • the movable contact 57 When accelerating, when the throttle valve 18 is moved to the open position, the movable contact 57 is placed on the other fixed contact 59, and the capacitor C 60 gives its energy via the variable resistor R 61, the fixed resistor R 62 and the diode D 6 to the first Capacitor C 1 of the pulse generator 40.
  • the control resistor R 61 is set to 1 kOhm, the first capacitor C 1 of the pulse generator 40 is charged approximately 14 times in 0.2 seconds and the first thyristor Th 1 via the Zener diode Z 2 (FIG. 3) for an equal number Current pulses ignited; however, if the control resistor R 61 is set to 0 ohms, the first capacitor C 1 of the pulse generator 40 is charged 3 times in 0.05 seconds. In this way, the amount of fuel additionally to be injected by the fuel injection pump to accelerate the internal combustion engine can be metered very precisely.
  • the charging resistance R 60 is selected to be high, so that when the throttle valve is briefly moved, during which one fixed contact 58 with the movable contact 57 is only touched, the capacitor C 60 is charged very little.
  • a particular advantage of such a control signal generator 51 for lambda correction when accelerating is that the fuel-air mixture is enriched with fuel practically immediately, even if the throttle valve is opened slightly, i.e. the reaction speed is very high.
  • the movable contact 57 of the switch can be connected to a source of constant voltage and the charging current path R 61, R 62 to the control input X 1 additionally contain a controlled switching element for 4 seconds switching time, which is only triggered when the movable contact has a certain minimum time with the fixed contact 59 and thus the triggering of a current pulse sequence is prevented when the fixed contact is tapped.
  • the correct mixture is set for the descent and ascent of a motor vehicle, and the further advantage is obtained that the rotor carburetor is only used for a geographical height, e.g. the sea level needs to be set and every change in height is automatically taken into account when the mixture is formed.
  • the control signal generator 54 (FIG. 1) for the air pressure-dependent lambda correction contains a variable resistor R 70 which can be adjusted by a barometer socket 70 and which is connected between the connection 48 of the pulse generator 40 (FIG. 3) and via a diode D 9 with the first capacitor C. 1 connected control input X4 is connected as a parallel charging circuit to the variable resistor R 9.
  • a lambda correction for idle, hot start, cold start, acceleration and depending on the air pressure is completely sufficient.
  • further dependencies can be introduced for even more precise fuel metering.
  • a richer fuel-air mixture is obtained with the control signal transmitters 51, 52, 53, 54 described, and it may happen that the mixture has to be emaciated again when another dependency is introduced.
  • a partial current can flow from the charging current flowing to the first capacitor C 1 with a control signal generator, which is connected, for example, to the control input X n (FIG. 3) and is connected to the positive electrode of the first capacitor C 1 via the reversely polarized diode D n be branched off.
  • control signal transmitter can contain a variable resistor that is adjustable as a function of an operating parameter, so that a partial current regulated as a function of this operating parameter is drawn off and the repetition frequency of the current pulses generated by pulse transmitter 40 is reduced accordingly.
  • 3) can be regulated in a speed-dependent manner, for example by making the resistor R 1 and / or the regulating resistor R 12 adjustable by a speed sensor, so that 40 current pulses with a speed-dependent regulation are made with the pulse generator Amplitude and pulse length are generated.
  • any desired accuracy in fuel metering can be achieved with the lambda correction device according to the invention, the effort to achieve a higher accuracy being relatively low.
  • Another contributing factor to this accuracy is that the injection nozzle tube 39 projects into the atomization ring 11 and the injection nozzle 39a is shielded by the intake air flow, so that no fuel is sucked out of the injection nozzle tube 39 and fuel is dispensed exclusively by the regulated fuel injection pump 20 he follows.
  • control device 50 is not limited to the embodiment described above and can be varied as desired, which last but not least also enables a cost-effective construction with chips that are commercially available.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP85108945A 1985-07-17 1985-07-17 Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen Withdrawn EP0208802A1 (de)

Priority Applications (14)

Application Number Priority Date Filing Date Title
EP85108945A EP0208802A1 (de) 1985-07-17 1985-07-17 Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen
NO862705A NO862705L (no) 1985-07-17 1986-07-04 Innretning for korrigering av brennstoff-luft-forholdet for en rotor-type-forgasser for forbrenningsmotorer.
ZA865041A ZA865041B (en) 1985-07-17 1986-07-07 Fuel-air ratio(lambta)correcting apparatus for a rotor-type carburettor for internal combustion engines
AU59832/86A AU5983286A (en) 1985-07-17 1986-07-08 Low pressure fuel injection apparatus incorporating rotating atomising means
EP86109374A EP0209073A3 (en) 1985-07-17 1986-07-09 Fuel-air ratio correcting apparatus for a rotor-type carburetor for internal combustion engines
GR861830A GR861830B (en) 1985-07-17 1986-07-14 Fuel -air ratio (l) correcting apparatus for a roto-type carburetor for internal combustion engines
FI862954A FI862954A (fi) 1985-07-17 1986-07-15 Korrigeringsanordning foer braensle-luftfoerhaollande i en braennmotors turbofoergasare.
KR1019860005760A KR880000684A (ko) 1985-07-17 1986-07-16 내연기관용 회전자형 기화기의 연료-공기비 수정장치
SU864027917A SU1602399A3 (ru) 1985-07-17 1986-07-16 Устройство дл коррекции отношени количества топлива к количеству воздуха в карбюраторе с ротором дл двигател внутреннего сгорани с искровым зажиганием
CS865405A CZ540586A3 (cs) 1985-07-17 1986-07-16 Zařízení pro korekci poměru paliva a vzduchu v karburátoru rotorového typu
ES8600331A ES2000514A6 (es) 1985-07-17 1986-07-16 Aparato para corregior la relacion combustible-aire en un carburador del tipo de motores de combustion interna con encendido por chispa
PT83001A PT83001A (pt) 1985-07-17 1986-07-17 Aparelho de correccao da relacao combustivel-ar(lambda) para um carburador do tipo de rotor para motores de combustao interna
CN198686105826A CN86105826A (zh) 1985-07-17 1986-07-17 内燃机转子型汽化器的燃料-空气比(入)的校正装置
JP16687586A JPS6258052A (ja) 1985-07-17 1986-07-17 内燃機関用回転形キヤブレ−タのための燃料−空気比修正装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP85108945A EP0208802A1 (de) 1985-07-17 1985-07-17 Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen
US06/877,445 US4726342A (en) 1986-06-30 1986-06-30 Fuel-air ratio (lambda) correcting apparatus for a rotor-type carburetor for integral combustion engines

Publications (1)

Publication Number Publication Date
EP0208802A1 true EP0208802A1 (de) 1987-01-21

Family

ID=26096975

Family Applications (2)

Application Number Title Priority Date Filing Date
EP85108945A Withdrawn EP0208802A1 (de) 1985-07-17 1985-07-17 Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen
EP86109374A Withdrawn EP0209073A3 (en) 1985-07-17 1986-07-09 Fuel-air ratio correcting apparatus for a rotor-type carburetor for internal combustion engines

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP86109374A Withdrawn EP0209073A3 (en) 1985-07-17 1986-07-09 Fuel-air ratio correcting apparatus for a rotor-type carburetor for internal combustion engines

Country Status (9)

Country Link
EP (2) EP0208802A1 (no)
KR (1) KR880000684A (no)
CN (1) CN86105826A (no)
AU (1) AU5983286A (no)
ES (1) ES2000514A6 (no)
FI (1) FI862954A (no)
GR (1) GR861830B (no)
NO (1) NO862705L (no)
PT (1) PT83001A (no)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3804453A1 (de) * 1988-02-12 1989-09-14 Glotur Trust Reg Verfahren zur gemischaufbereitung von brennkraftmaschinen und vergaser hierfuer
WO1991004404A1 (de) * 1989-09-13 1991-04-04 Aracom Ag Kraftstoff-zuführungsvorrichtung, insbesondere für die kombination mit einem rotor-vergaser-system einer brennkraftmaschine
US5520864A (en) * 1992-08-21 1996-05-28 Frei; Beat Controlled mixture formation

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BR8907001A (pt) * 1988-06-02 1990-12-26 Nova Werke Ag Dispositivo para aperfeicoamento de mistura para motores de combustao interna
US7798130B2 (en) * 2005-08-05 2010-09-21 Scion-Sprays Limited Fuel injection system for an internal combustion engine
US8239119B2 (en) * 2009-06-02 2012-08-07 GM Global Technology Operations LLC Method and system for adapting small fuel injection quantities
JP5455078B2 (ja) 2009-06-18 2014-03-26 株式会社ダイフク 無接触給電設備
US8881708B2 (en) 2010-10-08 2014-11-11 Pinnacle Engines, Inc. Control of combustion mixtures and variability thereof with engine load
WO2012048311A1 (en) * 2010-10-08 2012-04-12 Pinnacle Engines, Inc. Control of combustion mixtures and variability thereof with engine load
CN111678128A (zh) * 2020-06-30 2020-09-18 安徽工业大学 一种基于高精度控制获取高稳定火焰的液体燃烧系统及燃烧方法

Citations (6)

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Publication number Priority date Publication date Assignee Title
US2668698A (en) * 1952-01-23 1954-02-09 Eugene C Rollins Carburetor
US2823906A (en) * 1955-07-25 1958-02-18 James G Culbertson Internal combustion engine carburetor
JPS51119426A (en) * 1975-04-10 1976-10-20 Stanley Electric Co Ltd Gasfication device
FR2519086A1 (fr) * 1981-12-29 1983-07-01 Sibe Dispositif d'alimentation de moteur a combustion interne comprenant un carburateur
EP0115447A1 (fr) * 1983-01-03 1984-08-08 Solex Carburateur à commande d'enrichissement par électrovanne
WO1985000412A1 (en) * 1983-07-12 1985-01-31 Autoelektronik Ag Rotor carburettor for starting and operating an internal combustion engine, even with high fuel temperatures

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Publication number Priority date Publication date Assignee Title
US2759718A (en) * 1953-06-17 1956-08-21 James G Culbertson Internal combustion engine carburetor
US3991144A (en) * 1973-06-01 1976-11-09 Autoelektronik Ag Carburetor for an Otto cycle engine
US4057604A (en) * 1976-04-08 1977-11-08 Rollins Eugene C Exhaust pollution reduction apparatus for internal combustion engine carburetor
GB2093910B (en) * 1981-02-26 1984-07-18 Tsni I Internal combustion engine fuel feed vaporising system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2668698A (en) * 1952-01-23 1954-02-09 Eugene C Rollins Carburetor
US2823906A (en) * 1955-07-25 1958-02-18 James G Culbertson Internal combustion engine carburetor
JPS51119426A (en) * 1975-04-10 1976-10-20 Stanley Electric Co Ltd Gasfication device
FR2519086A1 (fr) * 1981-12-29 1983-07-01 Sibe Dispositif d'alimentation de moteur a combustion interne comprenant un carburateur
EP0115447A1 (fr) * 1983-01-03 1984-08-08 Solex Carburateur à commande d'enrichissement par électrovanne
WO1985000412A1 (en) * 1983-07-12 1985-01-31 Autoelektronik Ag Rotor carburettor for starting and operating an internal combustion engine, even with high fuel temperatures

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Band 1, Nr. 5, (M-76), 11. März 1977, Seite 573 M 76; & JP-A-51 119 426 (STANLEY DENKI) 20.10.1976 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3804453A1 (de) * 1988-02-12 1989-09-14 Glotur Trust Reg Verfahren zur gemischaufbereitung von brennkraftmaschinen und vergaser hierfuer
WO1991004404A1 (de) * 1989-09-13 1991-04-04 Aracom Ag Kraftstoff-zuführungsvorrichtung, insbesondere für die kombination mit einem rotor-vergaser-system einer brennkraftmaschine
US5520864A (en) * 1992-08-21 1996-05-28 Frei; Beat Controlled mixture formation

Also Published As

Publication number Publication date
CN86105826A (zh) 1987-05-20
EP0209073A2 (en) 1987-01-21
ES2000514A6 (es) 1988-03-01
AU5983286A (en) 1987-01-29
PT83001A (pt) 1987-01-26
KR880000684A (ko) 1988-03-28
NO862705D0 (no) 1986-07-04
FI862954A (fi) 1987-01-18
EP0209073A3 (en) 1989-03-22
NO862705L (no) 1987-01-19
GR861830B (en) 1987-11-02
FI862954A0 (fi) 1986-07-15

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