EP0233612B1 - Carburateur pour moteurs à combustion interne - Google Patents

Carburateur pour moteurs à combustion interne Download PDF

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Publication number
EP0233612B1
EP0233612B1 EP87102088A EP87102088A EP0233612B1 EP 0233612 B1 EP0233612 B1 EP 0233612B1 EP 87102088 A EP87102088 A EP 87102088A EP 87102088 A EP87102088 A EP 87102088A EP 0233612 B1 EP0233612 B1 EP 0233612B1
Authority
EP
European Patent Office
Prior art keywords
fuel
carburetor
duct
bore
air
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.)
Expired - Lifetime
Application number
EP87102088A
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German (de)
English (en)
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EP0233612A3 (en
EP0233612A2 (fr
Inventor
Joseph Plannerer
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.)
VJA FOUNDATION
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VJA FOUNDATION
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Filing date
Publication date
Application filed by VJA FOUNDATION filed Critical VJA FOUNDATION
Priority to AT87102088T priority Critical patent/ATE84119T1/de
Publication of EP0233612A2 publication Critical patent/EP0233612A2/fr
Publication of EP0233612A3 publication Critical patent/EP0233612A3/de
Application granted granted Critical
Publication of EP0233612B1 publication Critical patent/EP0233612B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M3/00—Idling devices for carburettors
    • F02M3/08—Other details of idling devices
    • F02M3/12—Passageway systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/78—Sonic flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/81—Percolation control

Definitions

  • the invention relates to a carburetor for internal combustion engines according to the preamble of claim 1.
  • a carburetor of this type is known from DE-A-2 053 991.
  • This known carburetor has at least one intake duct open at one end to the atmosphere and at the other end connected to an intake pipe of an intake system of the internal combustion engine, in which a throttle valve which at least largely closes the intake duct is arranged in its idle position.
  • an idle channel arrangement bypassing the throttle valve is provided, which has a fuel line (not shown in more detail) for supplying fuel and a device in the form of a tubular nozzle which serves for supplying combustion air to form the desired fuel-air mixture, the fuel being passed through Negative pressure that is conveyed at the outlet of the fuel in the form of a fuel-air emulsion from a combustion duct combustion air.
  • a cross-sectional constriction by means of which a supersonic flow is generated, is arranged upstream of the outlet mouth of the idling duct arrangement.
  • the fuel channel is designed as a fuel pipe lying in the combustion air flow with an end-side pipe nozzle, the mouth of which is arranged in the region of the cross-sectional constriction.
  • US-A-1 831 056 is a carburetor which has a throttle device for idle fuel, which is arranged upstream of an air opening.
  • a supersonic flow is generated by means of a cross-sectional constriction, which, however, is brought about here by means of an adjusting screw.
  • the invention has for its object to develop a carburetor according to the preamble of claim 1 such that continuous fuel delivery is guaranteed under all circumstances.
  • the measures according to the invention can furthermore be advantageously combined with a compact design by selecting the axis of the connecting piece so that it lies transversely to the axis of the fuel channel.
  • the carburetor illustrated in FIG. 1 has, in the usual way, an air filter 1, a carburetor housing 2 and, penetrating this, an intake duct 3 which draws ambient air through the air filter 1.
  • the Carburetor housing 2 has a base plate 4 for connection to an intake pipe 5 of an intake system 6, which supplies the cylinders of the internal combustion engine with fuel-air mixture in the usual way and on which the base plate 4 is fitted via a conventional seal 7.
  • a throttle valve 8 is arranged in the intake duct 3 and practically completely closes the intake duct 3 in the idle position.
  • the illustrated carburetor is designed as a register carburetor in the example and has an intake duct 9 of the second stage, the throttle valve 10 of which begins to open in the usual manner when higher speeds are reached.
  • the carburetor housing 2 is formed in the usual manner as a cast part and, in addition to the base plate 4, consists of two stacked housing parts 11 and 12, the section in the illustration according to FIG. 1 in the region of the base plate 4 along the axes of the intake ducts 3 and 9, in Area of the housing parts 11 and 12, however, is guided through a float chamber 14 in a plane lying in front of it.
  • Fuel is supplied to the float chamber 14 under the control of a float 13, from where the fuel is removed via a fuel line 15 in the form of a tube or hose freely arranged next to the carburetor housing 2.
  • Oil mist accumulating in the crankcase and in the entire engine block is supplied to the air filter 1 via a cylinder head ventilation line 16.
  • the cylinder head ventilation line 16 does not lead directly to the air filter 1, but into an air line 17 connected to the air filter 1.
  • the fuel line 15 and the air line 17 form part of an idle channel arrangement, generally designated 18, with which fuel and air form an idle system can be supplied, which opens downstream of the throttle valve 8 in the intake duct 3.
  • the throttle valve 8 in a carburetor according to the invention must be idling in a position in which it closes the intake duct 3 of the first stage practically completely, so that no noticeable air flow past the throttle valve 8 is possible, and also others channels that allow the supply of false air are missing or are closed.
  • transition openings 19 can be provided in the usual way, unless another transition system is used for the mixture supply in the transition area between idle and part load.
  • the exit region of the idle channel arrangement 18, designated 20, is illustrated in more detail in FIGS. 2 and 3.
  • the fuel line 15 ends in a connecting piece 21 and the air line 17 in a connecting piece 22, which are mounted on a housing 23.
  • the housing 23 consists essentially of a nozzle pipe 24 for forming a supply duct 25 for combustion air around a fuel pipe 26, which forms a fuel duct 27.
  • the housing 23 is connected to a bearing section 28 essentially formed by the nozzle tube 24 for receiving in the carburetor wall 2 from a rear housing body 29 in the area of the connecting pieces 21 and 22 with end faces 30 adjacent to the bearing section 28 and a connecting part 31 made of poorly heat-conducting Material, in the example plastic, while all other elements are made of metal.
  • the fuel pipe 26 has at its front end a pipe nozzle 32 with a cross-sectional constriction 33 with a cross-sectional area of 0.12 mm2 in the example, which at the same time forms an orifice 34 for the exit of fuel or emulsion.
  • the fuel tube 26 is provided on its top side with two round openings 35 with a diameter of 0.5 mm or 0.6 mm, ie a total cross-sectional area of approximately 0.45 mm 2, which are axially spaced from one another , which allow the air flowing around the fuel pipe 26 to access the fuel channel 27, so that a fuel emulsion is formed there.
  • a pre-throttle 36 is arranged upstream of the openings 35 and, in the example, has the shape of a cross-sectional constriction 37 with a cross-sectional area of 0.12 mm 2.
  • the fuel channel 27 opens with an inlet opening 38 into a catch chamber 39, through which the connecting piece 21 of the fuel line 15 protrudes, and which is made of plastic in the connecting part 31.
  • the outlet opening of the connection piece 21, designated 40 lies deeper than the lower edge of the inlet opening 38 of the fuel channel 27 and thus also below the catch chamber 39, so that when fuel is supplied from the outlet opening 40 of the connection piece 21 via the catch chamber 39 into the inlet opening 38 of the fuel channel 27 creates a siphon-like effect.
  • the pipe nozzle 32 with the cross-sectional constriction 33 of the fuel tube 26 lies in the region of a cross-sectional constriction 41 upstream of the outlet opening of the idle-channel arrangement 18, designated 42, into the intake duct 3.
  • the cross-sectional constriction 41 is designed in the manner of a converging-diverging Laval nozzle, so that when the critical pressure ratio is exceeded there is a supersonic flow between the levels A and B in the cross-sectional constriction 41 flow at the speed of sound and in the subsequent slightly divergent part of the nozzle tube 24 until separation and flow change take place. In the case of a supercritical pressure ratio, this is the case at the latest in level B, that is, in the level of the outlet orifice 42.
  • the cross-sectional constriction 41 preferably has a free cross-sectional area of approximately 16 mm 2.
  • the fuel pipe 26 and the nozzle pipe 24 are concentric about an axis 43 which intersects the transverse axis 44 of the connecting piece 21 of the fuel line 15.
  • the axis 45 of the connecting piece 22 of the air line 17 is transverse to the axis 43, but does not need to cut it.
  • the connecting part 31, together with the fuel pipe 26, is rotatably mounted in the housing body 29 with a corresponding pivoting of the connecting piece 21, for which purpose the connecting piece 21 is guided in a slot 46 in the housing body 29.
  • the axis 47 of the slot 46 is not perpendicular, but at an angle to the axis 43, so that the rotational movement of the connecting part 31 and the fuel tube 26 while pivoting the connecting piece 21 also leads to an axial movement of the fuel tube 26.
  • the exact position of the mouth 34 of the tubular nozzle 32 relative to the cross-sectional constriction 41 can be finely adjusted to the respective requirements.
  • the length of the slot 46 may allow an angle of rotation of the connecting part 31 of 30 ° and be inclined at an angle of 13 ° to the axis 43, so that there is an adjustment path of the order of one millimeter.
  • the entire nozzle tube 24 can be inserted into a corresponding bore in the carburetor housing 2 up to the stop on the front end faces 30 of the housing body 29.
  • the axis 43 can be inclined by an angle ⁇ with respect to the horizontal, wherein ⁇ can be between approximately 0 ° and 30 ° and, in the example, due to the design limitation due to the height of the base plate 4 at 10 ° may be.
  • the axis 43 does not need to intersect the central axis of the intake duct 3, but an inclination of the axis 43 away from the radial can take place in such a way that the mass flow exit from the outlet opening 42 is directed more tangentially into the interior of the intake pipe 3 is.
  • a flare angle from the radial can be between 15 ° and 40 °, and in the example may be 20 °, measured at the intersection of the axis 43 in FIG. 1 with the extension of the lateral surface of the intake duct 3.
  • the throttle valve 8 In idle operation, the throttle valve 8 is closed, so that the negative pressure which arises in the intake duct 3 downstream of the throttle valve 8, through the intake strokes of the cylinders, acts in full on the outlet mouth 42 and through it into the idle duct arrangement 18.
  • air is initially sucked through the air line 17, the oil mist present in the cylinder head ventilation line 16 also being sucked in, supplemented by air from the area of the air filter 1.
  • This air flow has only a slight pressure drop, so that in plane A approximately Atmospheric pressure is still present, while in the area of the intake duct 3 at the outlet mouth 42 there is a pressure of, for example, only 0.4 bar. This is the critical pressure ratio between levels A and B. significantly exceeded, so that in the plane of cross-sectional constriction 41 sound flow and then supersonic flow occurs.
  • the fuel is supplied via the fuel line 15 without any particular pressure losses, it can be expedient to increase the negative pressure in the fuel channel 27 in the region of the openings 35 in order to ensure the desired entry of primary air.
  • the pre-throttle 36 is used, the cross-sectional area of the cross-sectional constriction 37 there being adapted on the one hand to the pressure drop desired there and on the other hand to the total pressure loss as far as the mouth 34 in order to achieve a desired outflow velocity of the emulsion.
  • the cross-sectional area of the cross-sectional constriction is typically 37 depending on the displacement of the engine to be supplied between 0.03 mm2 and 0.3 mm2, with a view to the selected cross-sectional area of 0.12 mm2 of the cross-section constriction 33 through which the emulsion flows, in the example case a cross-sectional area of 0.12 mm2 for the individual cross-sectional constriction 37 through which fuel flows is selected.
  • the selected total cross-sectional area of the openings 35 of approximately 0.45 mm 2 under the action of the combustion air flowing through the cross-sectional constriction 41, which always flows at the speed of sound, the emulsion is optimally formed and conveyed through the tubular nozzle 23.
  • a cross-sectional dimensioning of the cross-sectional constriction 41 with approx. 16 mm 2 results in a combustion air supply to the fuel conveyed in such an amount, which results in a readily ignitable mixture in such an amount that, for a 2.81 engine, at an idling speed of around 600 to 700 U / min leads.
  • the throttling cross-sectional constrictions 33 and 37 cannot prevent fuel from being replenished from the float chamber 14 due to the lifter principle being interrupted, since upstream of the connecting piece 21 no air access into the fuel line 15 is possible. Therefore, the fuel line 15 is provided with a shut-off element 49 which, for example, automatically closes the fuel line 15 below a pressure of 4 cm of gasoline column.
  • a shut-off element 49 which, for example, automatically closes the fuel line 15 below a pressure of 4 cm of gasoline column.
  • the connecting part 31 made of poorly heat-conducting material prevents strong heat transfer between the hot peripheral wall of the housing body 29 and the connecting piece 21 and the fuel pipe 26, wherein it should be borne in mind that the connecting piece 21 is arranged in the slot 46 with lateral play.
  • the cooling of the fuel pipe 26 by the surrounding combustion air flow in the supply channel 25 and also by the primary air introduced through the openings 35 also remain effective in the rear region of the fuel pipe 26, so that this remains relatively cool in the region of the inlet opening 38.
  • the trapping chamber 39 prevents steam bubbles, which are nevertheless formed in the fuel pipe 26, from passing through, since steam bubbles striving in the direction of the fuel line 15 are retained on the ceiling of the trapping chamber 39 until, for example, after slight growth and greater protrusion from above into the fuel stream, conveyed back into the fuel pipe 26 and from there are discharged together with the fuel or the emulsion from the mouth 34, which gives no cause for interference.
  • the throttle valve 8 can be completely closed in this position - possibly except for small gaps caused by manufacturing tolerances.
  • This position of the throttle valve 8 in the idle position is also used as a basis for the specified dimensions of the openings of the idle system.
  • transition opening 19 which is usually designed as an axially parallel longitudinal slot, is also completely closed in this position by the edge of the throttle valve 8 from the negative pressure below the throttle valve 8, since then during the transition to the part-load range an unsteady phase with the Desired value due to this load reduced fuel supply can occur, that is, an "acceleration hole” occurs because the promotion of the transition opening 19 starts from the previous zero delivery only with a delay.
  • the edge of the throttle valve 8 to the wall of the intake duct 3 in the idle position has a small gap with a maximum gap width of, for example, 0.2 to 0.3 mm, the throttle valve 8 in the idle position, that is, it does not completely close off the flow in the intake duct 3, but only throttles it.
  • the throttle valve 8 in the idle position There is then also a certain basic delivery of fuel or emulsion from the transition opening 19 and a corresponding air supply from the intake duct 3 in the idling position.

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (17)

  1. Carburateur pour des moteurs à combustion
    - avec au moins un canal d'aspiration (3), qui est ouvert vers l'atmosphère à une extrémité et dont l'autre extrémité est reliée à un tuyau d'aspiration (5) d'un système d'aspiration (6) du moteur à combustion, et dans lequel est disposé un papillon (8) qui ferme presque totalement ce canal d'aspiration (3) dans sa position de ralenti,
    - avec un ensemble de canal de ralenti (18), qui contourne le papillon (8) et qui présente un tube de gicleur (24) avec une ouverture de sortie débouchant dans le canal d'aspiration (3), une conduite de carburant (15) et un canal de carburant (27) relié à cette conduite et destiné à l'apport de carburant, ainsi qu'une conduite d'air (17) reliée au tube de gicleur et destinée à l'apport d'air de combustion et à la formation du mélange air/carburant souhaité, le carburant, qui présente la forme d'une émulsion de carburant et d'air à la sortie (34) du canal de carburant (27), étant aspiré par la dépression de l'air de combustion présent à cette sortie (34),
    - et avec un rétrécissement de section (41), disposé en amont de l'embouchure de sortie (42) dans le tube de gicleur (24) et destiné à produire un écoulement supersonique,
    - le canal de carburant (27) étant réalisé sous la forme d'un tube de carburant (26) situé dans le flux d'air de combustion et doté à son extrémité d'un gicleur tubulaire (32) dont l'embouchure (34) est disposée dans la région du rétrécissement de section (41),
    caractérisé en ce que l'arrivée d'air primaire nécessaire pour la formation de l'émulsion de carburant et d'air débouche dans dans le canal de carburant (27),
    en ce qu'une chambre annulaire (39), collectrice de bulles de vapeur, est disposée entre la conduite de carburant (15) et le canal de carburant (27),
    et en ce que l'ouverture de sortie (40) d'une tubulure de raccordement (21) de la conduite de carburant (15) débouche dans la chambre collectrice annulaire (39), en dessous de l'ouverture d'entrée (38) du canal de carburant (27) qui est disposée dans la chambre collectrice (39).
  2. Carburateur selon la revendication 1, caractérisé en ce que l'axe de la tubulure de raccordement (21) est transversal à l'axe (43) du canal de carburant (27).
  3. Carburateur selon la revendication 1 ou 2, caractérisé en ce qu'un organe d'arrêt (49), fermant la conduite de carburant (15) en cas d'interruption de fonctionnement du carburateur, est disposé en amont du tube de carburant (26) dans la conduite de carburant (15).
  4. Carburateur selon l'une des revendications 1 à 3, caractérisé en ce que la conduite d'air (17) et/ou la conduite de carburant (15) sont réalisées sous la forme de conduites disposées librement à côté du corps de carburateur (2).
  5. Carburateur selon l'une des revendications 1 à 4, caractérisé en ce que la tubulure de raccordement (21) est fixée dans une partie de raccordement (31) en matériau mauvais conducteur de chaleur, matière plastique notamment.
  6. Carburateur selon l'une des revendications 1 à 5, caractérisé en ce que les sections de la conduite de carburant (15), de la tubulure de raccordement associée (21), de son embouchure de sortie (40), de la chambre collectrice (39) et de la transition entre l'embouchure de sortie (40) et la chambre collectrice (39), sont au moins approximativement identiques.
  7. Carburateur selon l'une des revendications 1 à 6, caractérisé en ce que le tube de gicleur (24) est conçu comme partie de carter séparée, qui traverse la paroi du corps de carburateur (2) et du canal d'aspiration (3).
  8. Carburateur selon l'une des revendications 1 à 7, caractérisé en ce que la position exacte de l'embouchure (34) du canal de carburant (27) par rapport au rétrécissement de section (41) du tube de gicleur (24) peut être réglée.
  9. Carburateur selon l'une des revendications 1 à 8, caractérisé en ce que la région du rétrécissement de section (41) du tube de gicleur (24) est conçue à la manière d'une tuyère convergente-divergente de Laval.
  10. Carburateur selon l'une des revendications 1 à 9, caractérisé en ce que l'axe (43) du tube de gicleur (24) est, par rapport à l'axe médian du canal d'aspiration (3), incliné vers le bas d'un angle (alpha) de 0° à 30°, notamment d'au moins environ 10°.
  11. Carburateur selon l'une des revendications 1 à 10, caractérisé en ce que l'axe (43) du tube de gicleur (24) est, par rapport à une radiale à l'axe médian du canal d'aspiration (3) qui passe par le point d'intersection (48) de l'axe (43) du tube de gicleur (24) avec le prolongement de la face d'enveloppe du canal d'aspiration (3), incliné dans l'horizontale d'un angle de 15° à 40°, notamment d'au moins environ 20°.
  12. Carburateur selon l'une des revendications 1 à 11, caractérisé en ce que l'arrivée d'air primaire est constituée par au moins une ouverture périphérique (35) du tube de carburant (26).
  13. Carburateur selon l'une des revendications 1 à 12, caractérisé en ce que le gicleur tubulaire (32) présente un rétrécissement de section terminal (33) de superficie de section comprise entre 0,03 mm² et 0,3 mm², notamment égale à environ 0,12 mm².
  14. Carburateur selon l'une des revendications 1 à 13, caractérisé en ce que le rétrécissement de section (41) du tube de gicleur (24) présente une superficie de section libre comprise entre 4 mm² et 40 mm², notamment égale à environ 16 mm².
  15. Carburateur selon l'une des revendications 12 à 14, caractérisé en ce qu'est prévu, en amont de l'ouverture (35) constituant l'arrivée d'air primaire, un papillon d'étranglement primaire (36) réalisé sous la forme d'un rétrécissement de section (37) du canal de carburant (27) et destiné à assurer une dépression garantissant l'entrée d'air primaire dans le canal de carburant (27).
  16. Carburateur selon la revendication 15, caractérisé en ce que le papillon d'étranglement primaire (36) présente une superficie de section comprise entre 0,03 mm² et 0,3 mm², notamment égale à environ 0,12 mm².
  17. Carburateur selon l'une des revendications 12 à 16, caractérisé en ce que la superficie de section de l'ouverture (35) constituant l'arrivée d'air primaire, ou la somme des superficies de sections d'une pluralité de telles ouvertures (35), se situe entre 0,1 mm² et 1,0 mm², notamment à environ 0,45 mm².
EP87102088A 1986-02-14 1987-02-13 Carburateur pour moteurs à combustion interne Expired - Lifetime EP0233612B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87102088T ATE84119T1 (de) 1986-02-14 1987-02-13 Vergaser fuer verbrennungsmotoren.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863604715 DE3604715A1 (de) 1986-02-14 1986-02-14 Vergaser fuer verbrennungsmotoren sowie leerlaufeinbauteil hierfuer
DE3604715 1986-02-14

Publications (3)

Publication Number Publication Date
EP0233612A2 EP0233612A2 (fr) 1987-08-26
EP0233612A3 EP0233612A3 (en) 1988-10-05
EP0233612B1 true EP0233612B1 (fr) 1992-12-30

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP87102088A Expired - Lifetime EP0233612B1 (fr) 1986-02-14 1987-02-13 Carburateur pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US4708828A (fr)
EP (1) EP0233612B1 (fr)
AT (1) ATE84119T1 (fr)
DE (2) DE3604715A1 (fr)

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US9656229B2 (en) * 2012-08-21 2017-05-23 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor
US10160697B2 (en) * 2012-08-21 2018-12-25 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor
US9689615B2 (en) * 2012-08-21 2017-06-27 Uop Llc Steady state high temperature reactor
US10029957B2 (en) * 2012-08-21 2018-07-24 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor
US9707530B2 (en) * 2012-08-21 2017-07-18 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor

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GB1446469A (en) * 1973-11-27 1976-08-18 Ford Motor Co Carburettor idle system
JPS6027822B2 (ja) * 1977-05-13 1985-07-01 自動車機器技術研究組合 気化器の始動装置
JPS56500938A (fr) * 1979-07-26 1981-07-09
JPS56126654A (en) * 1980-03-11 1981-10-03 Nissan Motor Co Ltd Electronic controlled carburetor
GB2115872A (en) * 1982-03-01 1983-09-14 Colt Ind Operating Corp IC engine fuel injection carburettor

Also Published As

Publication number Publication date
DE3783241D1 (de) 1993-02-11
ATE84119T1 (de) 1993-01-15
US4708828A (en) 1987-11-24
EP0233612A3 (en) 1988-10-05
EP0233612A2 (fr) 1987-08-26
DE3604715A1 (de) 1987-08-20

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