FR2472671A1 - METHOD AND DEVICE FOR EFFECTING CONSUMPTION SAVINGS BY CHANGING FLOW - Google Patents

Abstract

INTERNAL COMBUSTION ENGINE. IT INCLUDES AN INTAKE TUBING 12 CONNECTED TO THE INTAKE PORTS 16 OF THE ENGINE 10 BY CONNECTION DUCTS 14 TO DISTRIBUTE A FUEL MIXTURE TO THE CYLINDERS 20 OF THE ENGINE. 12 FLOW MODIFIERS ARE PROVIDED AT THE INTERFACE OF THE BRANCH PIPES AND INTAKE PORTS AND REDUCE THE SECTION OF THE FLOW PATHS IN A MANNER SUCH AS THE SURFACE RATIO, AT THE POINT OF MAXIMUM REDUCTION FOR EACH FLOW PATH, THE CYLINDER CYLINDER IS NO MORE THAN 1.181MMCM. THIS PROVISION ENSURES THE OBTAINING OF FUEL SAVINGS OF UP TO 20. APPLICATION TO AUTOMOBILES.

Description

The present invention relates to the realization

  consumption savings during the course of

  of an internal combustion engine and more specifically

  to achieve consumption savings achieved by using a flow modifier that strangles and disrupts the flow of a mixture of

  immediately before this mixture is

troduced into the engine.

  Prior to the present invention, numerous devices and methods have been proposed which, according to their inventors, produce improved operation of internal combustion engines. For example, U.S. Patent No. 1,632,196, issued June 14, 1927 to Rhoads, discloses an intake nozzle that causes the fuel mixture to accelerate as the mixture enters the engine intake valve chambers. This process is supposed to prevent the condensation of heavier fuel particles and allow the use of poorer fuel mixtures.

  the mixture enters the intake nozzle, its acceleration

  ration is progressive and progressive with an accelerating

  very progressive at the level of the boundary layers. The U.S. Patent No. 1,526,963, granted on January 17

  1925 in the name of Chandler, represents a similar device

  It is described as being a "vaporizer" and disposed immediately adjacent to the combustion chamber inlet opening. According to Chandler, this dispostif

  revaporises the wet gasoline mixture when this mixture

  ge is supplied to the combustion chamber. The acceleration

  3o the mixture seems to be carried out in a regular

  with a gradual acceleration in

boundary layers.

  Other constructions producing a model

  flow definition has been shown in U.S. NI 3 823 702 granted July 16, 1974 to the names of Roberts. Flow passages of

  fluid extending from the tubular chamber

  intake port to the valve ports

  engine cylinders and engine control

  flow of fluid arranged in these passages deli-

  put on peripheral chokes. A configuration

  nozzle shape and a flat configuration are both shown which are supposed to prevent

  the aspiration of non-atomized fuel into the cylinders

  engine. In this case also, the acceleration of the flow through the nozzles is regular and progressive with a very gradual acceleration at

  level of the boundary layers. In addition, the characteristics

  flow rates produced by these devices are such that it is indicated that the output power

  the engine would be increased and the emissions from

  Unwanted exhaust emissions would be reduced.

  The U.S. Patent No. 4,038,950, issued Aug. 2, 1977 to Konomi et al., Discloses a plate-shaped seal which comprises

  orifices of a particular configuration

  born inside the intake manifold for the purpose of

  read the pressure in each branch line

  tubing with the pressure of its port

  respective mission. The degree of strangulation is low and it is indicated that an increase in the power

  output is one of the advantages of this arrangement.

  Therefore, one of the purposes of the present

  the invention is to achieve savings in consumption.

  during the operation of a combustion engine

internal bustion.

  Another object of the present invention is to achieve consumption savings during the operation of an internal combustion engine while

  by improving the recycling of exhaust gases

  to counterbalance the emission of nitrogen oxides,

  which otherwise, could happen.

  In accordance with the present invention, an internal combustion engine has an intake manifold provided with branch lines connected to the engine intake ports to provide a fuel mixture to the engine cylinders. Flow modifiers are positioned

  in the flow paths leading to the cylinders

  these organs are arranged upstream of the

  these engine intake but in close proximity

  of these orifices. Each flow modifying organ

  has a throttling

  approximately flat face arranged in such a way

  to usefully reduce the surface of the transpor-

  versale of the flow path so as to per-

  turbo the flow of the fuel mixture and to increase

  its speed immediately before it is dispensed to the engine intake ports. Preferably, the

  cross-sectional area, at the point of

  flow jet o its section is the smallest, divided by the cubic capacity of one of the cylinders is 1.181 mm2 per cm3 or less. Such a flow modification ensures efficient combustion and more

  complete mixing, which allows for eco-friendly

  consumption rates of up to 20%.

  Preferably, the flow throttling structure of each modifying member delimits

a single flow opening.

  The flow throttling structure

  of each flow modifier may

  stretch from the upper region of the path

  flow downwards towards the region of

  this route. In one embodiment, the throttling structure closes the entire

  flow path with the exception of its lower

  pool. In another embodiment, the structure

  throttling in the form of a U-shaped

  branches end at a short distance from the

  bottom of the flow path. Alternatively, the unique opening of

  each flow modifier may be

  posed centrally. In addition, the walls which delimit any of the flow openings may

  be rounded along the periphery of the opening

  in the direction of flow of the

connection of the tubing.

  The present invention also aims to

  jet a particular method for dispensing a fuel mixture to the intake ports of an internal combustion engine. A mixture of air and fuel is provided and the mixture thus formed flows to the engine intake ports along paths that are connected to these engine ports. Each

  flow path is suddenly strangled, immediately

  upstream of the intake ports, to reduce the

  usefully the surface of the cross section of this path. In addition, the engine exhaust gases can be recycled in the flow paths in order to counteract the emission of oxides.

  of nitrogen that otherwise could occur.

  Other features and benefits of

  the present invention in addition to those mentioned above.

  which will be apparent to those skilled in the art

  reading the detailed description that follows,

  considered in combination with the accompanying drawings in which: - Figure 1 is a schematic view of an internal combustion engine with a tubing

  of admission and a structured flow modification

according to the present invention.

  FIG. 2 is a partial view in elevation showing a modification structure

  flow according to the present invention.

  FIG. 3 is a plan view of the flow modification structure shown in FIG. 2 constituted by a sheet of the seal type intended to be positioned between the intake manifold and the intake orifices.

of the motor.

  FIG. 4 is a partial view in section

  pe, on a larger scale, along the line 4-4 of FIG. 2, this view representing the first of several

  embodiments of the hearing modifier organs

  according to the present invention.

  FIG. 5A is a graph which represents

  the curve of the inlet flow section index (area of the cross-section at the point of the flow path where its section is the most

  reduced by the cylinder capacity of a cylinder)

  by the flow-modifying element of the

  Figure 4 shows the savings in consumption, the increase in nitrogen oxide emissions and the loss of power for a particular engine;

  FIG. 5B is a graph which represents

  the curve of the flow section index

  intake produced by the hearing modifier organ.

  Figure 4 compares with savings in consumption and increased emissions of oxides.

  nitrogen and the loss of power for another

  tor; FIG. 6 is a partial view, in section, on a larger scale, similar to that of FIG. 4, showing another modifying member

flow.

  FIG. 7 is a sectional view according to

6 2472671

line 7-7 of Figure 6.

  FIG. 8 is a graph which represents

  The curve of the flow section index produced by the modifying member of FIGS. 6 and 7 is compared with the savings in consumption, the increase in nitrogen oxide emission and the loss of power. FIG. 9 is a partial view, on a larger scale, similar to that of FIG. 4;

  representing another organ that modifies

is lying.

  FIG. 10 is a graph which represents

  the percentage reduction of the section of the flow path in the branch line

  of my tubing produced by the organ modifying

  flow of Figure 9 with respect to consumption savings, increased emission of oxides

  nitrogen and the loss of power.

  - Figure It is a partial view, in section, on a larger scale, similar to that of the

  Figure 4, representing yet another modified organ

flow chart.

  FIG. 12 is a graph which represents

  the flow-flow section index produced by the flow-modifying member of FIG. 11 with respect to the consumption savings, the increase in nitrogen oxide emission and the

power loss.

  FIG. 13 is a partial view, on a larger scale, similar to that shown

  in FIG. 4, this view representing another

gane flow modifier.

  FIG. 14 is a sectional view of

  line 14-14 of Figure 13.

  FIG. 15 is a graph which represents

7 2472671

  the curve of the flow section index

  intake produced by the hearing modifier organ.

  Figure 13 compares to the savings in consumption, the increase in nitrogen oxide emissions and power losses; and

  FIG. 16 is a graph which represents

  feel the consumption curves, in kilometers

  traveled per liter of fuel, compared to

  nitrogen oxides mission with and respectively without exhaust gas recirculation, when used

  the specific flow modifier member

shown in Figure 9.

  Reference will now be made more specifically to the drawings and in particular to FIG. 1, which shows an internal combustion engine 10 having

  an intake manifold 12 provided with suction ducts

  connection 14 connected to the motor at the location

  of its intake ports. 16. As it is well

  naked, the upstream end of the tubing 12 is connected to a carburettor or similar device 18 so

  the air-fuel mixture produced by the carburettor

  The engine is distributed to the cylinders 20 of the engine. As explained in more detail below, flow modifying members 22 are positioned

  in the flow paths leading to the cylinders

  at the interface of the branch lines 14 of the manifold and of each of the intake ports

  16. Each flow modifier member 22 comprises

  you have a flow throttling structure at

  approximately planar face arranged in such a way

  the cross-sectional area of the flow path in branch line 14 of the tubing to disturb the flow of the fuel mixture and to increase its velocity immediately prior to dispensing to the inlet ports 16 of the

motor 10.

  The flow-modifying member 22 allows

  suddenly burst the flow into the vacuum line

  branching out of the tubing and increasing in a

  speed, immediately before the fuel mixture is delivered to the engine intake port. It is believed that such sudden disruption of flow alters the combustion process in the internal combustion engine, providing efficient and more complete combustion of the fuel mixture, resulting in cost savings.

of consumption.

  The flow phenomena that occur

  in the intake manifold of an internal combustion engine are complex and are not fully understood. It is thought that a complex stratification of the mixture of air and fuel occurs

  in the branch lines of the intake manifold

  mission and that in a type of such a stratification

  the largest droplets of fuel

  bent of the air flow on the lower part of the -

  branching line of the tubing. Fuel

  liquid thus deposited flows along the wall

  bottom of the tubing, in the direction of the air flow, towards the engine intake valve. We

  considers that another type of stratification is effec-

  fet a speed distribution according to which the flow profile, transversally to the pipe

  branch, has a region of flow pre-

  fdrentiel. It is thought that a high density of fuel and air exists at the location where the velocity in the

  branch line: the tubing is high.

  For example, in V-8 engines, the top of the branch line carries most of the current-as the flow turns downwards in the cylinders. On the other hand, with in-line engines, it is estimated that most of the flow occurs on the outer radius of the branch line of the manifold. In both cases, when the surface of the cross-section

  dirty of the branch line decreases, the

  Speed distribution of the laminate type becomes less noticeable. In addition, one must keep in mind the fact

  that the intake manifolds are not habitually

  made on demand as needed

  specific engines and that, in practice,

  the same size of tubing can be used

  on different sized motors. The volume flow rates in tubings of the same size are very different when such tubings are

  connected to different motors. Despite the

  between the dimensions of the motor and those of the tubing, in the present invention, the decisive factors are the cylinder capacity of the cylinders and the cross-sectional area of the path.

  where its section is the most

pick.

  It is believed that the body modifying the

  of the present invention functions effectively

  completely or almost completely

  the two types of stratification of the mixture

  bustible and such a deletion is performed at a location very close to the intake valves and

  engine cylinders so as to prevent

  Treating the mixture The flow modification according to the present invention achieves these results by

  suddenly throttling the immediate flow section

  before the introduction of the fuel mixture

  in the intake valve. In addition, this amendment

  cation is sufficiently spaced from the intake

  Sion to allow the flow to relax

  follow up quickly and minimize losses

frictional flow.

  It is believed that the result is that the liquid fuel is re-entrained in the air and that the entire

  of the flow profile is made more uniform when

  that the mixing stream enters the cylinders of the

  engine. This more uniform mixture produces a

  more effective and more comprehensive, which leads to

  consumption patterns compared to common engines

  not having these characteristics.

  To recombine the liquid fuel deposited on the bottom wall of the tubing in the current

  air, or the fuel must be raised

  above the bottom wall of the tubing, or the Ur flowing into the top of the tubing must be

  diverted to the lower wall. These processes produce

  both have a significant saving in consumption and both processes are implemented by means of

  the flow modifier organ of the present invention

vention.

  In the embodiments described above,

  below, the flow throttling structure of each flow modifying member seals a portion of the flow path to the cylinder

  motor and delimits an open part of smaller

  the cross-section through which the mixture

  bustible passes when dispensed to the cylinder.

  In the present invention, the degree of constriction of the flow path leading to a cylinder of the

  motor is such that the surface of the transverse section

  dirty flow, at the point of this flow path

  o its section is the smallest, divided by the

  The engine cylinder's lenght is 1.181 square millimeters per cubic centimeter or less. This report is He

  here called "the index of the flow section of ad-

  mission "and it constitutes a number which is

  of the constriction formed in the driving

  connection of the intake manifold. This number is smaller as the strangulation is important.

  Using a flow section index of

  mission of 1,181 mmn / cm3 or less and by arranging the throttling of the flow immediately upstream of the intake valve, the speed of the

  immediately before it is distributed to the

  this engine intake and this change of hearing

  This ensures efficient and more complete combustion of the mixture, resulting in savings of

  consumption up to 2%.

  With respect to the particular flow modifier member shown in FIGS. 2 to 4 to which reference will now be made, it will be appreciated that

  that the flow throttling structure 24 delineates

  mite a single flow opening 26 having

  approximately the shape of a rectangle, as more

  Fig. 4. The flow opening 26 is disposed centrally relative to

  to the flow path in the branch line

  14 of the tubing. The throttling structure

  flow reduces the surface of the cross-section

* dirty of the flow path in the pipeline

  the intake manifold so that the cross-sectional area at the point of the

  where its section is the smallest, divides

  The displacement of one of the cylinders 20 of the engine is 1181 mm 2 / cm 3 or less. In other words,

  the flow modifier member 22 produces a

  intake flow section dice of 1,181 mm2 /

cm3 or less.

  FIG. 3 represents a sheet 28 of

  type seal that fits between the driving

  branches 14 of the tubing and the orifices

  intake 16 of the engine cylinders 100 The opening

  flow heads 26 are simply cut from the sheet or otherwise formed into the

  sheet so that when the sheet is

  sounded between the branch lines of the tubu-

  lure and the engine block, a single opening of

  26 is arranged centrally in the path of travel.

  flow of each branch line of the

  bulure. Alternatively, each flow modifier member 22 may be formed and separately positioned at the interface of each branch line 14 of the tubing and the cylinder inlet port.

corresponding.

  Table IA below gives the results of a series of tests carried out on a 1970 Chevrolet model Caprice automobile equipped with an engine.

  with 8 cylinders of 5735 cm3 of cylinder and on a

  1977 Chevrolet model Nova, equipped with the same engine. These tests were conducted according to an urban driving cycle, both with and without

  a flow modifier organ similar to gold

  gane 22 positioned at the interface of each pipe

  branching line 14 of the tubing and the eight orifices

  these engine intake. Four attempts were made.

  A test was performed with eight flow modifiers, each of which reduced the cross sectional area of the corresponding 45% branch line to produce an inlet flow section index of 1.098 mm 2 / cm3. Other tests were carried out with section reductions of 54%, 62% and 73% giving

  indices of intake flow section respectively

  0.909 mm2 / cm3, 0.768 mm2 / cm3 and

13 2472671

  0X531 mm2 / cm3. The control test (1) was carried out on

  Caprice automobile without modifying

  flow and test N 4 was carried out on the car

  Caprice bile with flow-modifying organs

  as indicated. The control test (2) was carried out

  on the Nova car without modifying

  flow and tests 1 to 3 were carried out with flow modifiers, as indicated Admission flow section index for both the Caprice automobile and the Nova automobile without modifying flow was from

1,980 mm2 / cm5.

TABLE IA

  Section Reduction Intake Flow Section Index mm2 / cm3 HC (g / km) CO N0x (g / km) (g / km)

consumption

(km / l) Economy

of con-

  summation o% Loss of power * Indicator (1) Indicator (2) Test 1 Test 2 Test 5 Test 4

- 1,980

- 1,980

% (2) 1,098

54% (2) 0.909

62% (2) 0.768

% (1) 0.551

  0.050 0.081 0.105 0.155 0.149 0.102 0.050 0.068 0.068 0.112 0.056 0.050 0.628 0.690 0.727 1.044 1.015

1.33550

  , 51, 57, 71 6.05 6.29 6.52 2.60 8.55 12.90 18.92 4.5 12.5 21.5 31.5 -P * Throttle butterfly wide open and at 3500 rpm a4 -.4 Test The results shown in Table IA

  have been graphically represented in Figure 5A.

  As can be seen immediately, consumption savings are beginning to be achieved at an intake flow section index of about 1,181 mu2 / cm3 and these consumption savings continue.

  increase as the index decreases. In-

  the index decreases, the loss of power

  as well as the emission of nitrogen oxides.

  Since it was found that power losses between 15 and 2- or less were not perceptible when driving the car, an index of about 0.787 mm2 / cm3 appears to be the optimum value for the flow opening 26

  disposed centrally of the body modifying member 22

  Coulen: ent. Consumption savings are 0.720 km per liter, which is the difference between the base mileage of 5.57 km per liter and 6.29 km

  per liter, which corresponds to a consumer economy

12.9%.

  Although specific cross sectional reductions have been reported here in relation to the specific geometry of the tubing used in

  automobiles used for testing, reduction

  cross-sectional areas may be necessary for other tubing and for other

  rmotors to obtain flow section indices.

  admission and consumption savings if

  rmilaires. For example, if we assume that the engine used is the same engine of 5.73.5 cm cubic capacity riais it is mounted. in an automobile with a tubing of somewhat larger dimensions, a

  to increase: the percentage of reduction of the

  cross-section of the flow paths of this

  tubing will be necessary to obtain the same indi-

  these and, consequently, the same savings in

  summons. Similarly, for example, if a tubing of the same dimensions as

  used for testing but with a

  somewhat larger, it will be necessary to use

  a lower percentage of reduction in the

  to obtain the same indices and the same consumption savings as those obtained

during tests.

  One of the features of the present invention that does not stand out directly from the data

  Table IA is the favorable effect of such a change.

  flow on the ease of driving of

  the automobile. Although the gentleness of driving and the

  the motor response are entirely subjective impressions and therefore difficult to define, the driver is nevertheless aware of

  these characteristics when driving the automobile.

  The modification according to the present invention completely eliminates or considerably reduces the softness of picks or jolts during slight acceleration spikes. These are low accelerations during which many automobiles present

  a period of hesitayion before starting to accelerate

  rer. These phenomena are troublesome for the driver

  and they are almost completely removed by the pre-

  this invention. In addition, the performance of

  cold picks are greatly improved then

  that it is during this period that these phenomena

are even more felt.

  Throughout the description, the loss of power is defined as the power loss at full throttle, i.e.

say when the throttle valve

  is wide open and the engine is running at 3500 rpm.

  These conditions are similar to those in which the engine produces its maximum power which is, in general, nominally at about 4,000 or even 4,500 rpm. In the present invention, no loss of power is detected at rotation speeds somewhat less than 3,500 rpm, even at full

  since the flow modifiers

  The current is less strangled at these low flow rates.

  At such rotational speeds, the air flow to-

  tal is less than that which would be detected as a

  throttling with the flow modifying

  of the present invention. thus, in the

  In normal driving situations, the loss of power does not affect the driving comfort very much. This loss of power could only have an adverse effect on driving comfort

  in situations where the maximum power

  motor is required and these conditions are very rarely encountered during operation.

normal of the automobile.

  Table IB below gives the results of a series of tests carried out on a 1976 Mercury model Marquis automobile equipped with an engine.

  having a cylinder capacity of 6.555 cm5. In this case also

  tests were carried out following an urban driving cycle both with and without an organ

  flow modifier similar to the 22-member

  at the interface of each

  14 of the tubing and the eight

  engine. Three attempts were made. A try

  was carried out with eight audit modifying bodies

  22 each of which reduced the cross-section

  dirty of the corresponding oe / a branch line to give an inlet flow section index of 1.102 mm 2 / cm 3. Other tests were carried out with section reductions of 61% and 735 corresponding respectively. an inlet flow section index of 0.850 mm 2 / cm 3 and 0.591 mm 2 / cm 3. The control test (1) was carried out on the automobile L'arquis without flow modifiers and, immediately afterwards, tests 2 and 3 were carried out. At a different time, the control test ( 2) on the car Marquis

  without flow modifiers and it has been

  killed test I immediately after.

T A3 BLEAU IB

  Test Witness (1) Witness (2) Test 1 Test 2 Test 3 Reduction of section

% / (2)

61% (1)

73% (1)

  Intake passage section index (mm2 / cm3) 2.189 2.189 1.102.0.850 0.591 C (g / km) 0.100 0.081

.9106

0.485 0.273 00 N0x (g / km) (g / km)

0.534 0.808

0.497 0.789

0.783 0.976

0.522 0.994

0.503 1.075

  Consumption (km / 1) 4.22 4.20 4.26 4.48 Economy

of con-

summation o0 9.62, 19 r> N

Z472671

  The results shown in Table IB

  have been graphically represented in FIG. 5B.

  In this case too, the savings start at an intake flow section index of about 1,181 mm2 / cm3 and these savings continue to decrease as the index decreases. If we compare these results with the results represented graphically on

  Figure 5A, we find that they are very similar.

  Figures 6, 7 and 8 relate to another flow modifier member 50 for

  positioned in the flow path of the

  branches 14 of the tubing at the interface of

  each branch line and the

  corresponding mission. The modifying organ 50

  carries a flow throttling structure 52 to

  approximately planar face arranged in such a way

  the flow cross-sectional area 52 defines a single flow opening 54 disposed centrally and approximately in the shape of a rectangle, similar to the cross-sectional area of the flow path in the branch pipe 14. at the opening 26 of the flow modifying member 22. However, the flow opening 54 is somewhat different from the opening 26 because the structure 52 defining the opening 54 has a slightly curved edge or rounded 56 along

  the periphery of the opening in the direction of

  in the branch line 14 of the tubular

lure. -

  The particulate flow modifier

  bind 50 is used in the same way as the modifying member 22. In this regard, it will be noted that several members 50 may be grouped together in a sheet of the seal type similar to the

  sheet 28 intended to be imprisoned between

  branching lines of the tubing and the orifices

  intake of the engine cylinders. The orifices of

  54 are simply cut into the sheet or otherwise formed so that a single opening is centrally positioned in the flow path of each branch line

  tubing. Alternatively, each

  flow indicator 50 can be formed and positioned

  born separately at the interface of each

  connection 14 and the cylinder inlet

corresponding dre.

  As the fuel mixture flows into branch lines 14 of the manifold and enters the engine cylinder inlet ports, the flow modifier members 50 operate to disrupt flow in the intake lines abruptly. tubing and for

  significantly increase the speed of this

  immediately before the fuel mixture is dispensed to the engine intake ports. A

  such disruption and such an increase in

  flow rate change the combustion process

  engine, ensuring efficient and more complete combustion of the fuel mixture, resulting in savings of

significant consumption.

  Table II below is similar to Table IA in that it contains the results of a series of tests carried out on a 1978 Chevrolet model Caprice, equipped with an 8-cylinder engine of 5735 cm3. displacement. The tests were carried out in accordance with an urban driving cycle both with and without a flow modifier similar to the member 50 positioned at the interface of each branch line of the

  tubing and eight intake ports of the engine.

  Three attempts were made. A test was carried out with eight flow modifying

  each one reduced the cross-section of the driving

  respectively 45% to give an inlet flow section index of 1.098 mm 2 / cm 2 The other tests were carried out with

  reductions of 545% and 62% with

  these correspondents respectively of 0.909 mm2 / cm3 and

  0.768 mm 2 / cm 3. In. each case, the opening of

  centrally arranged flow 54 had a configuration

  rectangular ration and the structure

  re 52 delineating the opening was rounded to the

  the rim of the opening in the direction of flow of the pipe branch of the pipe, as more particularly shown in Figures 6 and 7o TA B LEAU II Reduction section rIndice of O CO mX section of (g) (g / i) (passage (/ ad admission (= 2 / = n3)

1,980 0.081 0.068 0.690

1,098 0,124 09093 0.702

0.909 0.112 0.068 09851

0.768 0.155 0.087 1.094

Consonation: EonoDeO

of

eomtion

6- I II7 _

- ,, -,, 86 6,07 6,12, 27 8,93 9,85

  * Butterfly throttle wide open; at 3500 tr / Ain.

  M IIY O> --j -J% EaMai Witness Trial 1 Trial 2 Trial 5 Gate

puissan-

  *% The results shown in Table II

  have been graphically represented in FIG.

  As can be seen immediately, consumption savings begin to be obtained at an intake flow section index of about 1.181 mm 2 / cm 3 and these consumption savings are obtained.

  with a sectional reduction of about 45% of the geo-

  automotive tubing metrics used to

  tests or, in other words, when the opening

  central flow rate 54 is about 55%

  of the cross-sectional area of the con-

  branching line of the tubing. These consumption savings continue to increase as the index declines. In addition, when the index decreases the loss of power increases as well as the emission of nitrogen oxides. If we compare the graph of Figure 8 with those of Figures 5A and 5B, it appears

  clearly that the flow opening 54 on board

  rondi ensures similar consumption savings but with a smaller section reduction. However, if we compare these graphs we see that a lower consumption economy is produced by the larger section reductions of the rounded edge flow opening. The power loss is significantly reduced with the flow opening 54 rounded edge relative to the flow opening 26 of the member 22 for any given section reduction. Although the rounded or curved edge 56 used in combination with the particular flow modifier member 50 has been described and shown, a similar edge may be used at the periphery of any of the flow openings described.

  right here. Flow openings with sharp edges

  rounds ensure the achievement of

  improved flow with less loss of power than the same openings without rounded edges

  Yet another body modifying hearing

  60 in accordance with the present invention has been

  Figure 9. In this embodiment,

  the modifying member 60 has an opposing face flow restriction structure 62.

  plane which reduces the surface of the transverse section

  of the flow path in the interchange line.

  respectively 14 of the tubing. Unlike the centrally arranged flow openings 26 and 54, respectively of the modifying organ

  winding 22 and the flow modifying member

  50, the flow restrictor 62 defines a single flow opening 64 which is located entirely in the lower part of the path

  flow in the branch line.

  The flow-modifying members 60 are disposed at the engine cylinder inlet ports as described above with reference to the modifying members 22 and 50. In this case also, the members 60 may be

  formed in a sheet of the seal type if-

  milaire à la feuille 28 or they can be individually shaped, if desired. In both cases, these

  organs function in such a way as to disturb the flow of

  fuel mixture and increase its speed

  immediately prior to its distribution to the

  engine mission. Such a disturbance and such an increase in speed modify the combustion process that takes place in the engine by ensuring an efficient and more complete combustion of the mixture.

  fuel consumption, which leads to savings in fuel consumption.

important information.

  Table III below gives the results of

  of a series of tests carried out on the same vehicle.

  1978 Chevrolet mobile model Caprice, described above. These tests were carried out in accordance with an urban driving cycle with and without a

  flow indicator similar to the 60-position

  at the interface of each branch line of the manifold and the eight intake ports of the

  engine. Three attempts were made with these organs.

  An experiment was carried out with eight bodies which reduced

  26% of the surface of the cross-section

  branch lines of the tubing. Another

  test was carried out with bodies which reduce

  the 45% section and the third test was performed with organs that reduced the section

  54%. The control test (1) was carried out on the car

  Caprice bile without flow modifiers and immediately after tests 2 and 3. At another time, the control test (2) was carried out without flow modifiers and then

  performed test 1 immediately after.

T A B LE AU III

  Witness (1) Witness (2) Trial 1 Trial 2 Trial 3 of sectto

26% (2)

  % 54% of OOC hD UOCbtiO of (g / jà) (& sAs (A> 2 = 2 / = m3)

1,980 0.050 0.050 0.628

1,980 0.062 0.056 0.770

* - 0.093 0.068 0.870

- 0.081 09044 1 9062

- 0.099 0.050 1.249

Qoom may moononi Per "of

4.cona E-

uam "@ l ..

name-

, 31 _ _

, 44 _

, 58 2.58 8.7

6.03.13.52 20.0

6.29 17.92 25.4

  * Large throttle butterfly at 3500 rpm.

*% r%, 0%

  the data in Table III were

  graphically in Figure 10. Savings

  consumption start with a reduction of

  about 225% of the tubing geometry of the automobile used for testing. These savings continue to increase as section reduction increases. In others when the reduction of section increases, the loss of power increases

  as well as the emission of nitrogen oxides.

  Figure 10 clearly shows that the

  The flow channel 64 formed in the original part of the duct produces significant consumption savings with a minimum section restriction.

  of the flow passage in the branch line

  tubing with respect to the modifying

  22 and 50. However, the loss of power and the increased emission of nitrogen oxides are important when using the

  flow modifier 60. In addition, a comparison of

  the results obtained with this body and the results

  results obtained with the body modifying

  22 and 50 with a flow opening arranged centrally

  shows that the results are almost identical

  for equivalent power losses. apparent

  Finally, the flow on the bottom wall of the

  the steering procedure obtained through the opening of

  The lower emer- gence produces savings in consumption.

  advantage but diverting the flow so that the power losses and the emission

oxides of nitrogen are increased.

  Although this phenomenon is not complete-

  understood, it is believed that the constriction produced by the flow modifier member 60 acts as if it

  was much larger because of a contrac-

  pronounced reaction of the fluid vein formed by the current

  immediately after he has crossed the real opening

  the. Therefore, the throttling structure of

  flow which actually reduces the surface of the

  cross section of the flow path in each pipe branch of the pipe, for example 22%, s can usefully reduce the section of the path

  45% as a result of the contrac-

  fluid vein. In these conditions, the flow section index is approximately 1.181 mm 2 / cm 3 for an actual reduction of 22% which advantageously reduces the section of the% flow path. Since the actual location of the point of the

  flow path with the smallest cross-section

  is located slightly downstream of the member 60 due to the contraction effect of the fluid vein,

  did not measure this surface or mathematically calculated

  the intake flow section index.

  The power loss as measured here is, in fact, an accurate measure of the flow in the engine. Thus, the flow is more

  strangled by the deviation caused by the positioning

  of the opening 64 of the hearing modifier organ.

  60, and therefore, organ 60 behaves

  in a manner similar to that of the

  previously mentioned when compared

  based on actual flow restrictions.

  Figs. 11 and 12 show another flow modifier member 70 according to the present invention which has a throttling structure 72

  with approximately flat face

  a single flow opening 74 having approximately

  in the form of an inverted T, as more particularly

  FIG. 11 shows the flow throttling structure 72 in the form of an upturned U, whose branches terminate at a short distance from the lower region of the flow path in the conduit. branching of the tubing. In practice, the flow modifying members 70 may be grouped together under the

  form of a sheet of the seal type similar to

  1 to 28, or they may be individually manufactured to be positioned between the branch lines 14 of the manifold and the engine intake ports, if desired. In use, the flow-modifying members 70 disturb the flow of the fuel mixture and increase its flow.

  speed immediately before its distribution to the

  these engine intake. This produces a more uniform mix that results in efficient and more complete combustion, which in turn leads to savings in fuel consumption during operation.

of the motor.

  Table IV below contains the results of

  of a group of tests carried out on the same vehicle.

  1978 Chevrolet model Caprice, used in some of the other test series described above. Specifically, the Table IV tests were performed according to an urban driving cycle both with and without a flow modifier similar to the member 70 positioned at the interface of each branch line 14 of

  the tubing and eight intake ports of the engine.

  Two tests were carried out with these organs. A test was carried out with eight bodies that reduced

  the cross-sectional area of each

  54% branch pipe width to give an inlet flow section index of 0.909 mm 2 / cm 3 and another test was performed with members which reduced the cross-sectional area of each pipe branching

  59th percentile to give a subsurface section

0.819 mm2 / cm3.

  4. _., 54% o '59% oooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooo

1,980 0.050 0.050 0.628

0.909 0.087 0.050 0.851

0.819 0.081 0.037 1.019

coeooeatim mai.om

(MA e d cDû-

31

, 94 11.76

6.19 16.48

  ] * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

C-K 2 L -'E. AT

t: IV

  The data in Table IV have been

  Fig. 12. The consumption savings generally begin with an intake flow section index of about 1.181 mm 2 / cm 3, that is, when the aperture 74 in the form of T returned to an area equal to 55% of the cross-sectional area of the branch line

  14 of the tubing. These economies continue to

  grow as the index decreases. In addition, when

  the index decreases, the loss of power and the

  Nitrogen oxides also increase.

  With a flow opening in the shape of a

  T returned, such as the opening 74 of the modified organ

  flow indicator 70, a part of the region

  the flow path of the tubing and a portion of its central region tend to reduce the high power losses associated with the use of

  the lower flow opening 64 of the

  However, the savings in consumption are also less than those that can be obtained with the flow opening.

  64. An additional point to note,

  comparisons of data on

  flow factors 60 and 70, is the fact that

  oxides of nitrogen is lower with the opening

  flow pattern 74 T-shaped returned for

equivalent power losses.

  Figure 13 represents another modern organ

  flow modifier 80 according to the present invention

  which has a flow strangling structure 82

  approximately flat face which delimits a single flow opening 84 having the shape of a

  centrally arranged circle. The strangling structure

  The flow flow 82 surrounding the opening 84 is similar to that of the flow modifier member of FIGS. 6 and 7, in that this structure has a curved or slightly rounded edge 84 along the periphery of the outlet. opening 84 which extends

  in the direction of flow in the

connection 14 of the tubing.

  As in the case of the other

  According to the above-described flow restrictors, the members may be formed in a gasket-type sheet intended to be positioned between the branch lines 14 of the manifold and the engine block so that a flow opening 84 be

  arranged in the flow path of each

  branching. Alternatively, each individual organ

  flow modifier 80 can be formed and positioned

  born separately at the interface of a

  14 of the tubing and the modular block

  If desired, Table V below gives the results of several tests carried out on a 1971 Toyota car equipped with a four-cylinder engine.

  of 1600 cm3 in accordance with an urban driving cycle

  both with and without modifying organs of

  flow similar to the member 80 shown in Figures 13 and 14. There were two tests. A try

  was carried out with four bodies modifying

  flow, each of which reduced the surface area of the

  cross-section of the existing branch line

  38%, giving an inlet flow section index of 0.968 mm 2 / cm 3. The third test was performed with modifying organs

  which produced a section reduction of 56% o cor-

  corresponding to an index of 0.713 mm2 / cm3.

ABLEA U V

  Section reduction Intake section index (mm2 / cm3)

HO CO NOX

  (g / km) (g / km) (g9 / m) Consumption (km / 1) Economy

of consumption

mation

0.708 7.171 1.522

0.727 6.835 s1.777

0.764 5,792 2,293

  * Throttle wide open, & 3500 rpm N Test Sample Test 1 Test 2 1.598 Loss of

puissan-

  this * 38% o 56% 0.968 0.713 11.31 11.68 12.03 3.31 6.35 4X0 a 14.4

36 2472671

  The results shown in Table V have been graphically represented in FIG. 15. As can be readily seen, consumption savings are beginning at an intake flow section index of 1 × 18 mm 2 / cm 2. - nomies continue to increase as the index declines. In addition, as the index decreases, the power loss increases as well as the emission of nitrogen oxides. As shown in FIG. 1 to which reference will be made again, the carburettor 18 forms a

  mixture of air and fuel and this mixture is dis-

  tribute to the intake ports 18 of the engine 10 to

  internal bustion. The combustion takes place in the cy-

  20 and the exhaust of the cylinders takes place in an exhaust pipe 90. A pipe 92 connects the exhaust pipe 90 to the tubing

  intake to recycle part of the exhaust gas

  coming out of the engine in the flow path

  intake ports. Valve 94 or device

  similar tif is appropriately set to control the amount of recycled exhaust

  in the engine. In summary, the recycling of greenhouse gases

  and the flow modifying members of the present invention greatly improve engine tolerance to such recycling and / or

  dilution of the air / fuel mixture formed in the fuel

tor.

  Figure 16 shows the results of the recy-

  The use of the same Chevrolet model of 1978, model Caprice, was tested in various proportions of exhaust gas with use and without the use of flow modifiers of the type specifically shown in FIG.

  in accordance with an urban driving cycle and similar

  to the tests mentioned above. These results as well as those shown in Fig. 10 show that equivalent consumption savings are achieved with the flow modifying members of the present invention both with and without exhaust gas recirculation. In addition, recycling

  various amounts of exhaust gas and the

  additional air / fuel mixture with

  additional air produce only very small

  reductions in consumption savings while excellent driving comfort is preserved. As shown in FIG. 16, the addition of an exhaust gas recycle to the control automobile results in a significant increase in consumption. Exhaust gas recycling is extremely important to maintain low levels

  emission of nitrogen oxides. In addition, the functioning

  with a poor mixture is possible at the bottom

oxides of nitrogen oxides.

  In summary, the body modifiers of

  of the present invention suddenly disturb the flow in branch lines of the tubing and significantly increase the speed of this

  flow immediately before the fuel mixture

  be dispensed to the intake ports of the

  tor. This modifies the combustion process in

  effective and more complete combustion of the

  lange distributed to the cylinders of the engine, which

  resulting in savings in consumption of up to 20%. Concomitant power losses that can reach

  20% have very little effect on the driving comfort of the car

  for the reasons given above. In addition, the

  dilution ratio of the mixture distributed to the engine cylinders is considerably increased with these components

  flow modifiers with little degradation

  consumption or driving comfort.

  Such dilution can be carried out with exhaust gases, with air or with a combination of both. UVWENDI) CATlONS 1. A method for distributing a fuel mixture to the cylinders of an internal combustion engine, characterized in that it consists in forming a mixture of air and fuel, in causing the mixture thus formed to flow to the cylinders of the engine. motor following paths that are connected to the engine intake ports and to suddenly throttle the flow paths immediately upstream of the intake ports

  in order to usefully reduce the surface of the transpor-

  of each flow path such that the cross-sectional area, at the point of each flow path o its smallest section, divided by the cylinder capacity of one of the cylinders is equal to 1.181 mm 2 / cm 3 or

  less so as to disrupt the flow of the mixture

  and increase its speed before it is distributed to

engine intake ports.

  2. Method according to claim 1, characterized in that it comprises the step of recycling the gases

  exhaust coming out of the engine in the flow paths

  which are connected to the engine intake ports.

  3. Change modifier body intended to be

  positioned in the flow path of an intake manifold.

  between the outlet port of the latter and the inlet port of the cylinder of an engine, for the implementation of the

  method according to any one of claims 1 and 2,

  characterized in that it includes means for throttling

  planar-facing flow (24, 52, 62, 72, 82) arranged to usefully reduce the cross-sectional area of the flow path so that the cross-sectional area at the point of the flow path o its section is the smallest, divided by the cylinder capacity of the cylinder

1,181 mm2 / cm3 or less.

  4. Flow modifying agent according to the

  3, characterized in that the flow throttling means define a single flow opening (26,

54, 64, 74, 84).

  5. Flow modifier according to Regulation

  claim 4, characterized in that the sole opening of

  flow (26, 54, 84) is disposed centrally.

  6. Flow modifying agent according to the

  claim 4, characterized in that the single opening of

flow (84) is circular.

  7. Flow modifying agent according to the

  claim 4, characterized in that the flow throttling means (52, 82) are slightly rounded around the

  periphery of the opening (54, 84) in the direction of flow.

  8. Flow modifying agent according to the

  claim 4, characterized in that the flow throttling means (72) extends from the upper region of the flow path formed in the branch pipe of the tubing downwards towards the region lower

of this conduct.

  9. Flow modifying agent according to the

  claim 8, characterized in that the flow throttling means (72) is constituted by an u-shaped returned member whose branches end at a short distance

  of the lower region of the flow path.

  10. An internal combustion engine having at least one cylinder and an intake port for the cylinder and a

  intake manifold comprising at least one intake duct

  connection connected to the engine inlet to dispense a fuel mixture to the cylinder, for

  implementation of the method according to any of the claims

  I and 2, characterized in that it comprises a modifying organ

  (22, 50, 60, 70, 80) positioned in the tran-

  flow jet leading to the cylinder (20) and disposed upstream of the inlet (14) of the engine (10) but

  close proximity to this orifice, the

  carrying approximately planar facing throttling means (24, 52, 62, 72, 82) arranged to usefully reduce the cross-sectional area of the flow path so that the cross-sectional area of the

  flow path, at the point where its section is the most

  pick, divided by cylinder displacement of 1,181 mm2 /

  cm3 or less so. to disrupt the flow of the

  fuel and increase its speed before distribution.

  bution at the port of emission of the engine.

  11. Internal combustion engine according to the

  10, characterized in that it comprises several

  linders and several intake ports for these cylinders,

  the intake manifold comprising branch pipes

  (14) connected to the intake ports (16) of the engine to dispense a fuel mixture to the cylinders and flow modifiers positioned in the flow paths leading to the cylinders and arranged upstream of the engine intake orifices, but close proximity to these orifices.

  12. Internal combustion engine according to claim

  11, characterized in that the throttling means of

  coulelent (24, 52, 62, 72, 80) of each modifying organ

  (22, 50, 60, 70, 80) delimit a single opening.

  flow (26, 54, 64, 74, 84).

  13. An internal combustion engine according to claim

  12, characterized in that the throttling means of

  flowing (42) of each flow modifier (60)

  extend from the upper region of the trip route.

  downward towards the lower region of this route.

  14. Internal combustion engine according to claim

  13, characterized in that the throttling means of

  flow (72) of each flow modifying member (70) are in the form of an inverted U whose branches end at

  a short distance from the lower part of the flow path

is lying.

  15. Internal combustion engine according to claim

  12, characterized in that the throttling means of

* flow (52, 82) defining the single flow opening (54, 84) are slightly rounded around the periphery of the opening in the direction of flow in the pipe

  branching (14) of the tubing.

  16. Internal combustion engine according to claim

  12, characterized in that the single opening of

(84) is circular.