EP0209073A2 - Korrekturvorrichtung für das Brennstoff-Luft-Verhältnis für einen Vergaser der Rotorbauart für Brennkraftmaschinen - Google Patents

Korrekturvorrichtung für das Brennstoff-Luft-Verhältnis für einen Vergaser der Rotorbauart für Brennkraftmaschinen Download PDF

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Publication number
EP0209073A2
EP0209073A2 EP86109374A EP86109374A EP0209073A2 EP 0209073 A2 EP0209073 A2 EP 0209073A2 EP 86109374 A EP86109374 A EP 86109374A EP 86109374 A EP86109374 A EP 86109374A EP 0209073 A2 EP0209073 A2 EP 0209073A2
Authority
EP
European Patent Office
Prior art keywords
fuel
air
air ratio
internal combustion
rotor
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Withdrawn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
EP86109374A
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English (en)
French (fr)
Other versions
EP0209073A3 (de
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
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Filing date
Publication date
Priority claimed from US06/877,445 external-priority patent/US4726342A/en
Application filed by Kwik Europe London Ltd, Kwik Products Corp filed Critical Kwik Europe London Ltd
Publication of EP0209073A2 publication Critical patent/EP0209073A2/de
Publication of EP0209073A3 publication Critical patent/EP0209073A3/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Withdrawn legal-status Critical Current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 concerns a fuel-air ratio (IL ) correcting apparatus in a rotor-type carburetor for internal combustion engines with spark ignition for producing a fuel-air mixture with variable ratio matched to the requirements of the internal combustion engine at different operating points, wherein the rotor-type carburetor has a rotor driven by the ingested airstream via an impeller, the rotor including a centrifugal pump for the delivery through at least one lateral fuel discharge bore of a quantity of fuel which is in a constant ratio to the ingested quantity of air and which is dosed for a lean mixture and carries a coaxial atomization ring with an inner wall for receiving the fuel delivered by the centrifugal pump as well as a circumferentially extending spray edge for atomizing the received fuel into the ingested airstream.
  • IL fuel-air ratio
  • An aim of the invention is to provide a fuel-air ratio correcting apparatus for rotor-type carburetors of the above-mentioned kind with which the fuel to air ratio of a predetermined lean mixture may be changed to the optimal fl -value in those operating phases and at those operating points of the internal combustion engine which require a richer fuel to air ratio, such as acceleration, full load, start-up and idling at lower temperatures, without harming the prepared mixture achieved by the rotor-type carburetor.
  • the solution for achievement of this aim according to the invention consists in a fuel-air ratio correcting apparatus in which the lean fuel-air mixture is enriched when and as required by measured parameters or operating conditions of the engine by (a) adding small measured quantities of fuel, preferably by a supplemental pump by injection into the atomizing ring, (b) adding fuel through the centrifugal pump by substracting air from the total airstream going to the engine, or (c) adding fuel through the centrifugal pump by increasing the air velocity for any given volume of air driving the turbine of the rotor, thus increasing fuel added to the given volume.
  • a preferred embodiment of the fuel-air ratio correcting apparatus has a regulated fuel injection pump which is controlled from a regulating device to which the control signal generators are connected in one or more of those operational phases and operational points of the internal combustion engine which require a richer fuel-air mixture so that always the quantity of fuel sprayed at the internal wall of the atomization ring of the rotor-type carburetor is accurately measured to correct the l1 -value of the mixture, wherein the fuel dosing is always effected in dependence on at least the most important specific parameters relevant to the operational phase or operational point in question, the external parameters being selected from throttle valve actuation, throttle valve position, r.p.m., external temperature, coolant temperature, oil temperature, air pressure, air humidity, etc.
  • the fuel-air ratio correcting device corresponds to the known fuel injector of Otto engines in which the formerly mechanically but more recently mainly electronically regulated, spray pump meters fuel into a single cylinder or into the induction pipe of an internal combustion engine.
  • the essential difference consists in that in the conventional fuel injection the whole of the required fuel is passed through the fuel pump and is metered accurately at a relati- v el y high pressure (approximately 8 x 10 5 Pa) through the fuel injection nozzle or injection nozzles, while with the fuel-air correcting mechanism the fuel injection pump is required to spray a significantly smaller amount of fuel at the internal wall of the atomizing ring which amount just matches the difference between the instantaneous actual fuel quantities delivered by the centrifugal pump of the rotor and the desired fuel quantity given by the optimal ⁇ -value at that instant and at a significantly lower pressure.
  • the fuel-air ratio correcting mechanism may also be used for a very accurate metering of the fuel injection pump of low output and simple construction, which is easily controllable by a similarly relatively simply constructed regulating device, this being advantageous for the operational reliability and price-favorable manufacture of the fuel-air ratio correcting apparatus.
  • a further advantage of the rotor-type carburetor with a fuel-air ratio correcting apparatus consists in that if the fuel-air ratio correcting, device breaks down through a defect in the fuel injection system (pump, regulator) the rotor-type carburetor maintains the internal combustion engine fully operable even if in a less perfect condition, while when a known fuel injection device is damaged, then mostly also the whole internal combustion engine fails. Rotor-type carburetors with fuel-air ratio correcting thus bring an additional operational reliability for motor vehicles.
  • the fuel-air ratio may be enriched in response to the same measured parameters by reducing the quantity of air passed through the butterfly valve for a given rotational speed of the turbo carburetor.
  • the air passing through a flow path arranged in parallel to that passing over the turbine device is restricted so that more air flows through the turbine, thus providing more fuel.
  • the velocity of the air flowing past the turbine may be increased by constricting the flow passageway around the turbine, thus providing a richer fuel-air mixture.
  • the rotor-type carburetor 2 of known construction shown in Figure 1 schematically in longitudinal section and disposed in the induction pipe 1 of an internal combustion engine consists essentially of a rotor 7 'which is. journaled for contact-free rotation coaxial fuel supply pipe 5 in a bush 3 in ball bearings 4; the rotor is fitted with an impeller wheel 8 to be driven by the ingested airstream.
  • the rotor 7 contains as a centrifugal pump unit a fuel supply duct 10 which is connected to the discharge opening 6 of the fuel supply pipe 5 in a similarly contact-free manner and leads to a lateral fuel discharge bore 9.
  • the hub of the impeller wheel 8 carrying the vanes forms an atomization ring 11 which as a conically downwardly widening internal wall 13 bounding at the outer surface of the rotor an open annular space 12 which is closed at the top by the fuel discharge bore 9, is open underneath the vanes and terminates in a circumferentially extending spray edge 14, so that the fuel ejected at high pressure from the fuel discharge bore 9 when the rotor 7 rotates is drawn out into a thin film on the internal wall 13 of the atomization ring 11 which rotates with the rotor and is atomized via the spray edge 14 beneath the impeller wheel 8 as a mist of the finest droplets into the ingested airstream.
  • the supply of fuel to the rotor-type carburetor takes place in the conventional manner, e.g., by means of a delivery pump, in which case expediently the rotor-type carburetor is provided with an overflow and fuel recirculating device; or via a float 15, drawn schematically in Figure 1 without regard to its construction and position in relation to the rotor-type carburetor, the float being connected to the fuel supply pipe 5 of the rotor-type carburetor 2 via a fuel pipe 16.
  • throttle valve 18 Downstream of the rotor-type carburetor 2, the usual throttle (butterfly) valve 18 is disposed in the air induction pipe 1 of the internal combustion engine, the valve being adjustable or settable about its axis 17 via the throttle or accelerator pedal which is not shown in Figure 1.
  • the fuel-air ratio correcting apparatus includes a regulated fuel injection pump 20, the outlet 25 of which is connected to an injection nozzle pipe 39 which, as may be seen more clearly in Figure 2, extends into the annular space 12 of the rotor 7 and is directed at an inclined angle in the direction of rotation of the rotor 7 at the internal wall 13 of the atomization ring 11, so that fuel is sprayed at the inner wall 13 from the fuel injection nozzle 39a, the fuel mixing there with the fuel delivered from the fuel discharge bore 9 of the rotor 7 and is being atomized together with it at the spray edge 14 into the ingested stream of air.
  • the fuel injection pump 20 may be of any desired form of construction; however, preferably it is an electromagnetically actuatable simply . operated piston pump, as shown in Figure 1.
  • a cylindrical pump housing 21 one end face of which is covered by a magnetic core 22 and the other end face by a cover 38.
  • the magnetic core 22 has a longitudinal bore 23 lying in the longitudinal axis of the housing which bore goes through to the outlet 25 and has in it an outlet or discharge ball valve 24 and carries a magnetic coil 26.
  • the coil 26 extends from the magnetic core 22 to a magnetic return path ring 28 arranged in the pump housing 21, which together with the front section of the pump housing 21 provides a magnetic return path to the magnetic core 22 to prevent a weakening of the magnetic field.
  • a cylindrical piston pump 29 is arranged for longitudinal displacement in the magnetic return path ring 28 to serve as a magnetic anchor and projects into the magnetic coil 26, being displaceable between the magnetic core 22 and a closure ring 33 mounted in the pump housing 21 at a distance from the magnetic return path ring 28.
  • the piston pump 29 On its end facing the magnetic core 22 the piston pump 29 has a coaxial bore 30 containing an inlet ball valve 31 and connected e.g. with the inlet 34 of the fuel injection pump 20 connected to the fuel duct 16, via inlet ducts 32 leading obliquely to outer surface of the piston and through the pump chamber 34 between the magnetic return path 28 and the closure ring 33.
  • the piston pump 29 On its end face remote from the magnetic core 22 the piston pump 29 carries a rod 35 which is journaled in the closure ring 33 for ready displacement and which is fitted at its free end with a plate 36 serving, as an abutment for a return spring 37 for the piston pump 29 supported at the closure ring 33.
  • a lid 38 mounted on the housing.
  • the fuel injection pump 20 is designed for uniform piston strokes of preferably 1.2 mm and independently of the actual mode of construction is so dimensioned that for each pump stroke a constant amount of fuel, e.g. between 40 and 60 mm 3 is sprayed via the spray nozzle 39a into the atomization ring 11 or the rotor 7.
  • the fuel injection pump '20 is also so constructed that practically no wear occurs over extended operational periods and thus above all the fuel quantity expelled per pump stroke is always constant and no adjustments are required.
  • the fuel injection pump 20 illustrated in Figure 1 is driven by current pulses of constant amplitude and variable pulse repetition frequency, so that with each current pulse a pump stroke takes place and through the pulse repetition frequency the additional fuel quantity delivered per unit of time by the fuel injection pump 20 into the atomization ring 11 is determined for effecting a correction of the -value.
  • the current pulses are produced by a pulse generator 40 the outputs 43, 44 of which are connected to the magnetic coil 26 of the fuel injection pump 20 via connecting leads 27.
  • the pulse generator 40 receives operational direct voltage from terminals 41, 42 and produces at its outputs 43, 44 current pulses with a repetition frequency which is dependent on control signals at control inputs X l ,X 2 ,X 3 ,X 4 ,X 5 ...
  • Electronic control signal generators 51, 52, 53, 54, 55 are connected to the control inputs X 1 ,X 2 ...of the pulse generator 40, of which each is a measuring element or transducer for an external parameter and, when required, includes a circuit arrangement connected thereto for converting the signals given by the transducers into a control signal for the pulse generator 40.
  • the control signal generators 51, 52, 53, 54, 55 together with the pulse generator form the regulating device 50 for the regulated fuel injection pump 20.
  • the fuel-air ratio correcting apparatus shown in Figure 1 serves the control signal generator 51 for fuel-air ratio correction on acceleration of the internal combustion engine, while the other control signal generators 52, 53, 54, 55 serve e.g.
  • any desired additional number of signal generators with transducers may be connected, such as particularly for effecting fuel-air ratio correction in dependence e.g. on the oil temperature, the r.p.m., the output etc.
  • FIG. 3 A particularly simple circuit arrangement for such a signal generator 40 is shown in Figure 3.
  • the magnetic coil 26 of the fuel injection pump 30 ( Figure 1) in the pulse generator 40 is connected at one end via the signal generator output 43, the collector-emitter path of a switching transistor Trl (e.g. BD 243) and a resistor R1 (0.68 Ohm) with the negative terminal 42 of the supply voltage source (10 - 15 volts) and at the other end via the pulse generator output 44 directly with the positive terminal 41 of the supply voltage source, so that for each rapidly succeeding switching-on and off of the switching transistor Trl a current pulse is produced to flow through the magnetic coil 26 representing an inductive load.
  • Trl e.g. BD 243
  • R1 resistor
  • a conventional stabilizing circuit connected thereto and consisting of a second transistor Tr2, a Zener diode Zl and resistors R10 (12 Ohm) and Rll (470 Ohm), all connected as shown in Figure 3.
  • the first thyristor Th1 With the second thyristor Th2 biased off, the first thyristor Th1 is caused to fire and so the switching transistor Tr1 is switched into conduction by a base current flowing through the resistors R2 and R3, the first thyristor Th1, the base-emitter path of the transistor Tr1 and the .resistor R1, and a flow of current occurs through the magnetic coil 26, the collector-emitter path of the switching transistor Tr1 and the resistor R1.
  • the second thyristor Th2 also fires, then the base current flowing to the base of the switching transistor Tr1 is led off through the second thyristor Th2 which is now switched into conduction, and the switching transistor Tr1 is biased off.
  • the period from the firing of the first thyristor Th1 to the firing of the second thyristor Th2 essentially determines the duration of the current pulse flowing through the magnetic coil 26; in the preferred embodiment described herein the duration of the current pulse is selected to be approxiamtely 4 msec, in which 4 msec the piston pump 29 ( Figure 1) is pushed from is rest position towards the magnetic core 22 against the force of the return spring 37 to effect a pump stroke of 1.2 mm length and the fuel given by the pump volume is sprayed into the atomization ring 11.
  • the first thyristor Thl its ignition electrode is connected via a Zener diode Z2 (4.7 volts) with the positive electrode of the first capacitor (22 uF) in which the negative electrode of the capacitor is connected to the negative terminal 42 of the operational voltage source which is earthed via an earth connection 45.
  • the positive plate or electrode of the first capacitor Cl is connected for charging the capacitor via a dipde Dl and a charging resistor R9 (4.7 kOhm) to the junction point A, and for discharging through a discharging resistor R16 (100 Ohm) and a diode D5 to the collector of the switching transistor Trl.
  • the first capacitor Cl and the charging resistors R8, R9 form an RC member of adjustable time constant.
  • the first capacitor C1 When the pulse generator is switched on, i.e. when the operational voltage is supplied, the first capacitor C1 begins to charge up and as soon as its voltage reaches the Zener voltage of the Zener diode Z2, the first thyristor Thl will fire, while the series circuit consisting of resistor R5 (680 Ohm) and a negative temperature coefficient resistor R4 (2.2 kOhm) makes the firing independent of temperature fluctuations.
  • the switching transistor Tr1 is switched on by firing of the first thyristor Thl and the current flows through the magnetic coil 26 and the switching transistor Trl, the first or RC-member capacitor Cl is discharged via the discharge resistor R16 connected with the collector of the switching transistor Trl.
  • the discharge of the first capacitor C1 must be eompelted before the switching-off of the switching transistor Trl by the firing of the second thyristor Th2.
  • the resistor R7 (1 kOhm) has a parallel connection or shunt at the firing electrode in the form of a series connection made up of fixed resistor R6 (1 kOhm) and a negative temperature coefficient resistor NTC2 (4.7 kOhm, 20°C).
  • both of the thyristors Thl and Th2 must be extinguished.
  • the switching transistor Trl is switched off the magnetic energy stored in the magnetic coil 26 during current flow causes at the collector of the switching transistor Trl an induction voltage of short duration (approximately 2 msec) opposing the supply voltage, which is limited by the Zener diodes Z3 and Z4 (36 volts) connected in parallel with the magnetic coil 26 to a value (36 volt) which is harmless for, the switching transistor Trl.
  • This induction voltage is used for extinguishing the thyristors Thl and Th2.
  • the resetting or extinction circuit contains here a third transistor Tr3 (BC 337, 60 volts), the collector-emitter path of which is connected in parallel to the series-connected thyristors Thl and Th2.
  • the base of the third transistor Tr3 is connected on the one hand via a diode D3 (100 volts) with the negative terminal 42 of the operational voltage source and on the other hand via an RC series circuit consisting of a capacitor C2 (1 F) and resistor R14 (270 Ohm), as well as a resistor R15 (1 kOhm) and a Zener diode Z6 (6.2 volts) with the collector of the switching transistor Trl.
  • the series circuit consisting of diode D3 and the RC series member C2, R14 is connected in parallel to a Zener diode Z5 (8.2 V) while the series circuit consisting a resistor R15 and Zener diode Z6 is connected in parallel to a diode D4 (100 V) as shown in Figure 3.
  • the resistor R15, the RC series member R14, C2 and the base-emitter section of the third transistor Tr3 until the capacitor C2 is charged up, which takes about 1.5 msec.
  • the third transistor Tr3 is thereby switched into conduction for a short time and the voltage at the anode of the first thyristor Thl collapses so that both thyristors Thl and Th2 are extinguished.
  • the switching transistor Tr1 is switched into conduction by firing of the first thyristor Thl, the second capacitor C2 discharges via the diode D3 and the series connection consisting of resistor R14 and diode D4 so that the next extinction of the thyristors Th2 and Th2 can take place after this subsequent current pulse.
  • the Zener diode Z5 serves as a limiting diode.
  • the resistance of charging resistor R60 is selected to be high so that during a movement of the throttle valve of short duration during which the fixed contact 58 is merely touched by the movable contact 57, the capacitor C60 is only charged to a very small extent.
  • the movable contact 57 of the change-over switch may be connected with a constant voltage source and the charging current path R61, R62 to the control input X1 may additionaily contain a controlled switch member for a 4 second switching time which will only be triggered when the movable contact 57 makes contact for a predetermined minimum time with a fixed contact 59 and thus the initiation of a pulse train on mere touch of the fixed contact is prevented.
  • the control signal generator 56 ( Figure 1) for the air pressure- dependent fuel-air ratio correction contains a variable resistor R70 adjustable by a barometric transducer 70 which is connected between the terminal 48 of the pulse generator 40 ( Figure 3) and a control input X 4 connected with the first capacitor C1 via a diode D9, as a parallel charging circuit to the control resistor R9.
  • the charging current flowing to the first capacitor Cl may be connected to a control signal generator which is e.g. connected to the control input X n ( Figure 3) and also connected with the positive electrode of the first capacitor C1 via the diode D n of opposite polarity whereby to provide a branch current.
  • this control signal generator may contain an adjustable resistor which can be adjusted in dependence on an operating parameter so that a partial current may be drawn which is regulated in dependence on this operating parameter and the repetition frequency of the pulse train produced by the pulse generator 40 is correspondingly reduced.
  • the rotor When the velocity of the injected fuel is less than the rotor r.p.m., the rotor will be braked and as a consequence of the lower r.p.m. a somewhat leaner mixture is obtained. In general, such acceleration and braking effects have no significance for fuel metering but may for a very precise fuel dosing be disturbing.
  • the switching off of the switching transistor Tr1 ( Figure 3) may be regulated in an r.p.m.-dependent manner by making e.g. the resistor R1 and/or the adjustable resistor R12 variable through an r.p.m. transducer so that the pulse generator 40 produces current pulses with amplitude and pulse length regulated in dependence on the r.p.m.
  • the fuel-air ratio correcting apparatus enables every desired accuracy in the fuel dosing to be achieved, wherein the costs to achieving a greater accuracy are relatively low.
  • the injection nozzle pipe 39 projects into the atomization ring 11 and the injection nozzle 39a is shielded from the ingested airstream by the ring so that no fuel will be sucked out of the injection nozzle pipe 39 and fuel delivery takes place exclusively through the regulated fuel injection pump 20.
  • the regulating apparatus 50 is not restricted to the embodiment described above and may be varied as desired, not least by a cost-favorable construction utilizing integrated circuit chips obtainable in commerce.
  • the device 100 includes the rotor type carburetor 2 which may substantially be identical to that illustrated in Figure 1 except for the size of the fuel metering orifice 9 which was heretofore described in greater detail.
  • the carburetor 2 is disposed in the induction pipe 1 leading to the induction manifold of the engine as heretofore described which includes a conventional throttle actuated butterfly valve 18 disposed in the intake pipe downstream of the rotor-type carburetor 2.
  • An electrically controlled bypass valve controls the passage of the air through a conduit 104 leading to the induction pipe 1 at a point downstream of the rotary carburetor 2 and upstream of the butterfly valve 18.
  • the conduit 104 may conveniently lead from any source of gas, which includes some active oxygen, but preferably air, and typically may come from within the air filter system as represented by the dotted lines leading to the induction tube upstream of the carburetor 2. The effect is that the passageway 104 is connected in parallel with the passageway 1 in which the carburetor 2 is disposed.
  • the valve 102 is preferably spring- biased into the full open position.
  • the carburetor 2 is designed to provide.a fuel dosing which would produce the desired most lean fuel-air mixture when the butterfly 104 of the valve 102 is in the full open position. This can be achieved by merely increasing slightly the diameter of the metering orifice 9 to provide a slightly greater quantity of fuel for a given rotary speed of the rotor-type carburetor as compared to that where all induction air is passed over the turbine blades, thus compensating for the supplemental flow of air through the parallel passageway 106, which both dilutes the final induction air to the engine and also increases the volume of air passing through the carburetor turbine for a given engine speed thus increasing the quantity of fuel ultimately broadcast into the airstream.
  • the valve 102 thus provides a means for increasing the fuel-air ratio in proportion to the closure of the valve 104. This is due to the fact that the total air passing through the butterfly 18 to the engine is determined by the r.p.m. of the engine, which must be provided by both the passageway 106 and the turbine driving air passing through the carburetor 2. Thus, when the valve 102 is full open, the speed of rotation of the carburetor 2 is reduced for any given quantity of air passing through the throttle valve 18, thus injecting the minimum quantity of fuel needed for the desired lean mixture operation of the engine.
  • valve 104 when the valve 104 is fully closed, all induction air to the engine must pass by the rotor of the carburetor 2, increasing the velocity of the air and thus the rotational speed of the turbine, in turn increasing the amount of fuel added to the total induction airstream passing through the throttle valve 18 into the engine, and thus providing a richer mixture.
  • the valve 102 may be operated by any suitable analog or digital system of the general type represented in Figures 1 and 3, previously described, or may be of the type disclosed generally in Figure 5 and indicated by the reference numeral 110.
  • the device 110 includes a microprocessor 112 which receives signals from one or more sensors 114 which detect parameters affecting the operation of the engine.
  • the microprocessor is controlled by the program stored in a read only memory 116 and utilizes a random access memory 118 for data processing, all in the conventional manner.
  • the calculated fuel-air mixture is passed through a decoder 120 which, in turn, controls the air controller valve 102 to move the butterfly 104 to the proper position to achieve a fuel-air mixture corresponding to that calculated for the particular moment of operation.
  • Still another embodiment of the present invention is indicated generally by the reference numeral 130 in Figure 5.
  • the system 130 includes the same turbo carburetor 2 disposed in the induction passageway 1 which also includes the downstream throttle operated butterfly valve 18 as heretofore described.
  • the embodiment 130 is further characterized by an air controlling device indicated generally by the reference numeral 132 positioned immediately adjacent the inlet to the rotary carburetor for increasing the velocity of any given volume of air over the turbine blades 8.
  • the device 132 may be a iris control or shutter type device such as typically used in cameras for constricting the opening leading to the blades 8 of the rotor of the carburetor.
  • the movable leaves 134 may be moved by the actuator 138 from the fully closed position illustrated in Figure 7, or to any degree of partial closing therebetween.
  • the movement of the blades 134 inwardly toward a conical shaped ferring 136 has the effect of increasing the velocity of substantially the same volume of air, as compared to the full open position, passing over the rotor blades 8.
  • This increases the rotational speed of the turbine driven rotor assembly 2, thus providing additional fuel into the driving airstream passing through the carburetor 2. Since the total amount of induction air to the engine is determined by the throttle controlled butterfly valve 18, the effect of this increased air velocity is to enrich the fuel-air ratio.
  • the fuel-air ratio of the gas entering the engine may be incrementally increased, or corrected, to correspond to that calculated as desirable by the microprocessor of the controller 110.
  • other mechanisms may be used to increase the velocity of the driving airstream as it flows past the rotors to correct the fuel-air ratio as required.

Landscapes

  • 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)
EP86109374A 1985-07-17 1986-07-09 Korrekturvorrichtung für das Brennstoff-Luft-Verhältnis für einen Vergaser der Rotorbauart für Brennkraftmaschinen Withdrawn EP0209073A3 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP85108945 1985-07-17
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 (2)

Publication Number Publication Date
EP0209073A2 true EP0209073A2 (de) 1987-01-21
EP0209073A3 EP0209073A3 (de) 1989-03-22

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 (de) 1985-07-17 1986-07-09 Korrekturvorrichtung für das Brennstoff-Luft-Verhältnis für einen Vergaser der Rotorbauart für Brennkraftmaschinen

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP85108945A Withdrawn EP0208802A1 (de) 1985-07-17 1985-07-17 Lambda-Korrekturvorrichtung an einem Rotorvergaser für Brennkraftmaschinen

Country Status (9)

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

Cited By (7)

* 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
WO1989012163A1 (en) * 1988-06-02 1989-12-14 Nova-Werke Ag Device for improving the mixture in internal combustion engines
US5520864A (en) * 1992-08-21 1996-05-28 Frei; Beat Controlled mixture formation
WO2012048311A1 (en) * 2010-10-08 2012-04-12 Pinnacle Engines, Inc. Control of combustion mixtures and variability thereof with engine load
US8881708B2 (en) 2010-10-08 2014-11-11 Pinnacle Engines, Inc. Control of combustion mixtures and variability thereof with engine load
US8907527B2 (en) 2009-06-18 2014-12-09 Daifuku Co., Ltd. Contactless power-feed equipment
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

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH680524A5 (de) * 1989-09-13 1992-09-15 Aracom Ag
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

Citations (9)

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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
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
GB1473952A (en) * 1973-06-01 1977-05-18 Autoelektronik Ag Carburetor for an internal combustion engine
US4057604A (en) * 1976-04-08 1977-11-08 Rollins Eugene C Exhaust pollution reduction apparatus for internal combustion engine carburetor
GB2093910A (en) * 1981-02-26 1982-09-08 Tsni I Internal combustion engine fuel feed vaporizing system
FR2519086A1 (fr) * 1981-12-29 1983-07-01 Sibe Dispositif d'alimentation de moteur a combustion interne comprenant un carburateur
EP0115447A1 (de) * 1983-01-03 1984-08-08 Solex Vergaser mit von einem elektromagnetischen Ventil gesteuerter Anreicherungsvorrichtung
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

Family Cites Families (1)

* 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

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2759718A (en) * 1953-06-17 1956-08-21 James G Culbertson Internal combustion engine carburetor
US2823906A (en) * 1955-07-25 1958-02-18 James G Culbertson Internal combustion engine carburetor
GB1473952A (en) * 1973-06-01 1977-05-18 Autoelektronik Ag Carburetor for an internal combustion engine
JPS51119426A (en) * 1975-04-10 1976-10-20 Stanley Electric Co Ltd Gasfication device
US4057604A (en) * 1976-04-08 1977-11-08 Rollins Eugene C Exhaust pollution reduction apparatus for internal combustion engine carburetor
GB2093910A (en) * 1981-02-26 1982-09-08 Tsni I Internal combustion engine fuel feed vaporizing system
FR2519086A1 (fr) * 1981-12-29 1983-07-01 Sibe Dispositif d'alimentation de moteur a combustion interne comprenant un carburateur
EP0115447A1 (de) * 1983-01-03 1984-08-08 Solex Vergaser mit von einem elektromagnetischen Ventil gesteuerter Anreicherungsvorrichtung
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. vol. 1, no. 5 (M-76)(573) 11th March 1977; & JP-A-51 119 426 (STANLEY DENKI) 20-10-1976 *

Cited By (8)

* 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
WO1989012163A1 (en) * 1988-06-02 1989-12-14 Nova-Werke Ag Device for improving the mixture in internal combustion engines
US5520864A (en) * 1992-08-21 1996-05-28 Frei; Beat Controlled mixture formation
US8907527B2 (en) 2009-06-18 2014-12-09 Daifuku Co., Ltd. Contactless power-feed equipment
WO2012048311A1 (en) * 2010-10-08 2012-04-12 Pinnacle Engines, Inc. Control of combustion mixtures and variability thereof with engine load
US8881708B2 (en) 2010-10-08 2014-11-11 Pinnacle Engines, Inc. Control of combustion mixtures and variability thereof with engine load
US9175609B2 (en) 2010-10-08 2015-11-03 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

Also Published As

Publication number Publication date
CN86105826A (zh) 1987-05-20
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 (de) 1989-03-22
EP0208802A1 (de) 1987-01-21
NO862705L (no) 1987-01-19
GR861830B (en) 1987-11-02
FI862954A0 (fi) 1986-07-15

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