GB1598173A - Internal combustion engine intake systems - Google Patents
Internal combustion engine intake systems Download PDFInfo
- Publication number
- GB1598173A GB1598173A GB14629/78A GB1462978A GB1598173A GB 1598173 A GB1598173 A GB 1598173A GB 14629/78 A GB14629/78 A GB 14629/78A GB 1462978 A GB1462978 A GB 1462978A GB 1598173 A GB1598173 A GB 1598173A
- Authority
- GB
- United Kingdom
- Prior art keywords
- intake
- control valve
- passage
- throttle valve
- passages
- 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
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 59
- 239000000203 mixture Substances 0.000 claims description 20
- 238000011144 upstream manufacturing Methods 0.000 claims description 5
- 239000000446 fuel Substances 0.000 claims description 4
- 238000012986 modification Methods 0.000 claims description 2
- 230000004048 modification Effects 0.000 claims description 2
- 239000002245 particle Substances 0.000 claims description 2
- 239000002826 coolant Substances 0.000 claims 1
- 230000003247 decreasing effect Effects 0.000 description 4
- 230000002411 adverse Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10308—Equalizing conduits, e.g. between intake ducts or between plenum chambers
-
- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
-
- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10183—Engines having intake ducts fed from a separate carburettor or injector, the idling system being considered as a separate carburettor
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
(54) INTERNAL COMBUSTION ENGINE INTAKE SYSTEMS
(71) We, YAMAHA HATSUDOKI KA
BUSHIKI KAISHA. a Japanese Corporation, of
No. 2500, Shingai, Iwata-shi, Shizuoka-ken,
Japan, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement:- The present invention relates to internal combustion engines and more particularly to intake systems for internal combustion engines. More specifically, the present invention pertains to such engine intake systems which are designed for decreasing pollutant emissions and for ensuring smooth engine operations.
In general, in internal combustion engines, it is difficult to ensure smooth and stable engine operation under a light load condition due to the fact that the amount of total charge of air-fuel mixture is decreased and therefore the rate of propagation of combustion flame is correspondingly decreased.
Thus, under light load condition, the engine is operated with a low thermal efficiency and rough engine operations or surgings are often experienced. Further, there is also an increase under this operating condition in unburnt constituents such as carbon monoxide and hydrocarbon in the exhaust gas.
It has therefore been proposed in recent years to provide means for producing turbulence of mixture in the combustion chamber so that the rate of propagation of combustion flame is adequately increased. In an example for such means, the engine is provided with a squishing configuration so that a squish flow is produced at the final stage of the compression stroke to thereby create a turbulence. As an alternative means, proposal has been made for providing the intake valve with a shroud which serves to direct the intake flow tangentially to thereby produce a swirl. It has been experienced, however, that the squishing configuration is not effective to provide a satisfactory result under a light load operation of the engine. Further, the intake valve having the aforementioned shroud shows an adverse effect on the intake efficiency particularly under a high speed operation.
It is therefore an object of the present invention to provide an engine intake system which is effective to decrease pollutant emissions throughout the operating load range without any adverse effect on the engine performance.
According to the present invention, there is provided an internal combustion engine comprising a combustion chamber, an intake passage communicating through an intake port with the combustion chamber, a throttle valve disposed in the intake passage, a control valve disposed in the intake passage between the throttle valve and the intake port, an auxiliary passage having one end opening to the intake passage in the vicinity of the intake port through an opening directed towards the combustion chamber with the other end opening to the intake passage between the throttle valve and the control valve, and means for closing the control valve under a light load operation, in use, of the engine.
Both the throttle valve and the control valve may be disposed in a part of the intake passage extending through a carburetor which communicates with a further part of the intake passage extending through an intake manifold disposed between the carburetor and the intake port of the combustion chamber.
According to one mode of the present invention, the control valve is actuated in accordance with the intake suction pressure through a suction pressure responsive means such as a diaphragm device. In another mode of the present invention, the control valve is interconnected with the throttle valve so that the former is opened when the latter is opened beyond a predetermined value.
In cases where the present invention is applied to a multiple cylinder engine with an intake manifold having a plurality of branched intake passages extending to respective ones of the cylinders, respective control valves may be provided in each of the branched intake passages. Alternatively, the control valve may be provided in just a common part of the intake passage leading to the branched intake passages. Preferably, the inlet end of the auxiliary passage should be opened to the intake passage in a wall other than the bottom wall of the intake passage. It is further preferable that the downstream end opening of the auxiliary passage be directed towards the space between the intake port and the intake valve in the open position.
The above and other objects and the features of the present invention will become apparent from the following descriptions of preferred embodiments taking reference to the accompanying drawings, in which:
Figure 1 is a sectional view showing an internal combustion engine in accordance with one embodiment of the present invention;
Figure 2 is a plan view of the engine shown in Figure 1;
Figure 3 is a fragmentary bottom view of the cylinder head used in the engine shown in Figures I and 2; and,
Figure 4 is a sectional view of an internal combustion engine showing another embodiment of the present invention.
Referring now to the drawings, particularly to Figures I through 3, there is shown an engine comprising a cylinder block 2 formed with four cylinder bores 2a. A piston 3 is disposed in each of the cylinder bores 2a for reciprocating movement. On the cylinder block 2, there is mounted a cylinder head 4 formed with combustion chambers 9 respectively corresponding to the cylinder bores 2a.
The cylinder head 4 is formed for each combustion chamber with an intake port 7 and an exhaust port 8 respectively connected with an intake passage 5 and an exhaust passage 6. On the cylinder head 4, there are also provided intake valves 10 and exhaust valves 11 which respectively co-operate with the intake and exhaust ports 7 and 8.
Further, an ignition plug 12 is provided for each combustion chamber 9. Each exhaust passage 6 is connected with an exhaust pipe 13, and each intake passage 5 is connected with an intake manifold 14 having branched main intake passages 15 respectively communicating with the intake passages 5.
A carburetor 1 is mounted on the manifold
14 and includes a body la having primary and secondary passages which are in communication with the main intake passages 15.
In the primary passage, there are provided a choke valve Ib and a primary throttle valve
Ic. A secondary throttle valve Id is provided in the secondary passage. At the bottom side of the intake manifold 14. there is provided a jacket 14a for engine cooling water which serves to preheat the intake mixture in the manifold 14.
In each of the main intake passages 15, there is disposed a control valve 16 which is adapted to be controlled by means of a suction pressure responsive device 17 in accordance with the pressure in the main intake passages 15. The device 17 includes a diaphragm 17b defining a suction pressure chamber 17a. The diaphragm 17b is connected with a push rod 17d which is in turn connected through a rod 20 with a lever 19 secured to each of the valves 16. In the chamber 17a, there is disposed a spring 17c which forces the diaphragm 17b downwardly as seen in Figure 1 so that the control valves
16 are opened. The chamber 17a is connected through a conduit 18 with a main intake passage 15 in the manifold 14 so that the suction pressure in that passage 15 is introduced into the chamber 17a to move the diaphragm upwardly against the action of the spring 17c.
Each of the intake passages 5 is formed art a portion adjacent to its intake port 7 with a nozzle opening 21 which is directed towards the intake port 7. The nozzle openings 21 are respectively connected with auxiliary passages 22 which are in turn connected with a manifold tube 23. An auxiliary conduit 24 is connected at one end with the manifold tube 23 and at the other end with the intake manifold 14 at the upstream side of the control valves 16. It is preferable that the auxiliary conduit 24 be opened to the intake manifold in a wall other than the bottom wall in order to avoid liquid fuel along the bottom wall being introduced into the conduit 24.
In use, under a high speed, heavy load operation in which the throttle valve lc is widely open, the pressure in the main intake passages 15 is comparatively high so that the diaphragm 1 7b in the device 17 is maintained
at the downward position to thereby open the control valves 16. Therefore, a substantial part of the intake mixture is passed through the main intake passages 15 and each oftheintake passages 5 into the combustion chambers 9.
In engine starting period or under light load operation wherein the opening of the throttle valve lc is comparatively small, a decreased or suction pressure prevails in the intake manifold 14 and the suction pressure is introduced into the chamber 17a to lift the
diaphragm 17b. The control valves 16 are
therefore moved into a closed or low opening
position. In this position of the control valves
16, the intake mixture is passed through the
auxiliary conduit 24 and the manifold tube
23 into the auxiliary passages 22. The intake
mixture in the auxiliary passages 22 is then
injected through the nozzle openings 21 and the intake ports 7 into the combustion chambers 9.
Since the auxiliary passages 22 and the nozzle openings 21 are of small cross-sectional areas, as compared with the intake passages 5, the intake mixture is discharged through the nozzle openings 21 at a high velocity. Further, since each nozzle opening 21 is directed towards a combustion chamber 9, the discharged stream of the intake mixture is introduced into the combustion chamber 9 without losing velocity. Thus, an intense swirl or turbulence of the mixture is produced in each combustion chamber 9. It is preferable to direct the nozzle opening 21 towards the space which is formed between the intake port 7 and the intake valve 10 when the intake valve 10 is opened so that the stream of the intake mixture is allowed to pass into the combustion chamber 9 without being disturbed by the intake valve 10.
It has been found that the swirl or turbulence thus produced in the combustion chamber is extremely effective in establishing a stabilized combustion of mixture even under idling and light load operations. Due to the swirl or turbulence of the mixture, fuel particles in the mixture are intimately mixed with the air and the rate of propagation of combustion flame is therefore increased.
Referring now to Figure 4 which shows another embodiment of the present invention, the engine shown therein is substantially identical to that shown in Figures 1 through 3 so that corresponding parts are designated by the same reference numerals as in the previous embodiment. In this embodiment, the control valve 16 is common to all cylinders, is disposed in the primary passage 15' in the carburetor 1 and the auxiliary conduit 24 is opened at the upstream end to the primary passage between the throttle valve lc and the control valve 16.
A swingable lever 31 is mechanically connected with the throttle valve Ic and the lever 31 is actuated by a manually operated cable 32. The swingable lever 31 has a slot 33 which receives a pin 34a at one end of link 34 of which the other end is connected with the control valve 16. It will thus be understood that the throttle valve Ic can be actuated by the manually operated cable 32 and the initial stage of movement of the throttle valve
Ic does not cause any movement of the control valve 16. However, when the lever 31 is moved by the cable 32 so that the throttle valve Ic is opened beyond a predetermined value, the movement of the lever 31 is transmitted through the pin 34a and the link 34 to the control valve 16 to start the same to open.
In the previous embodiments, the auxiliary passages 22 and the auxiliary conduit 24 are provided by pipe members exposed outside the engine, however. it should be noted that such passages or conduits may be formed in the intake manifold 14 and the cylinder head or, alternatively, the pipe members for such passages or conduits may be located closely along the inside walls of the main intake passages.
The invention has thus been shown and described with reference to specific embodiments, however, it should be noted that the invention is in no way limited to the details of the illustrated arrangements but changes and modifications may be made without departing from the scope of the appended claims. For example, the invention has been described with reference to multiple cylinder engines but the invention can also be applied to a single cylinder engine.
WHAT WE CLAIM IS:
1. An internal combustion engine comprising a combustion chamber, an intake passage communicating through an intake port with the combustion chamber, a throttle valve disposed in the intake passage, a control valve disposed in the intake passage between the throttle valve and the intake port, an auxiliary passage having one end opening to the intake passage in the vicinity of the intake port through an opening directed towards the combustion chamber with the other end opening to the intake passage between the throttle valve and the control valve, and means for closing the control valve under a light load operation, in use, of the engine.
2. An internal combustion engine according to claim 1, in which the means for closing the control valve includes means which is responsive to pressure in the intake passage downstream of the throttle valve but upstream of the control valve and closes the control valve when said pressure is below a predetermined value.
3. An internal combustion engine according to claim 1, in which the means for closing the control valve includes mechanical lost-motion linkage means which interconnects the throttle valve with the control valve.
4. An internal combustion engine according to claim 3, in which said linkage means includes a manually-operated lever which is connected with the throttle valve for actuating the same, and a link member for connecting the lever with the control valve with a lost motion so that the control valve is opened when the throttle valve is opened beyond a predetermined value.
5. An internal combustion engine according to any one of claims 1 to 4, in which there is an intake manifold having a plurality of branched intake passages for supplying, in use, intake gas to a plurality of the combustion chambers with a respective one of the control valves being provided in each of the
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (10)
1. An internal combustion engine comprising a combustion chamber, an intake passage communicating through an intake port with the combustion chamber, a throttle valve disposed in the intake passage, a control valve disposed in the intake passage between the throttle valve and the intake port, an auxiliary passage having one end opening to the intake passage in the vicinity of the intake port through an opening directed towards the combustion chamber with the other end opening to the intake passage between the throttle valve and the control valve, and means for closing the control valve under a light load operation, in use, of the engine.
2. An internal combustion engine according to claim 1, in which the means for closing the control valve includes means which is responsive to pressure in the intake passage downstream of the throttle valve but upstream of the control valve and closes the control valve when said pressure is below a predetermined value.
3. An internal combustion engine according to claim 1, in which the means for closing the control valve includes mechanical lost-motion linkage means which interconnects the throttle valve with the control valve.
4. An internal combustion engine according to claim 3, in which said linkage means includes a manually-operated lever which is connected with the throttle valve for actuating the same, and a link member for connecting the lever with the control valve with a lost motion so that the control valve is opened when the throttle valve is opened beyond a predetermined value.
5. An internal combustion engine according to any one of claims 1 to 4, in which there is an intake manifold having a plurality of branched intake passages for supplying, in use, intake gas to a plurality of the combustion chambers with a respective one of the control valves being provided in each of the
branched intake passages.
6. An internal combustion engine according so any one of claims 1 to 4, in which there is an intake manifold having a plurality of branched intake passages for supplying, in use, intake gas to a plurality of the combustion chambers with the control valve being provided in a common part of the intake passage leading to the branched intake passages.
7. An internal combustion engine according to any preceding claim, in which said other end of the auxiliary passage opens to the intake passage through a wall other than the bottom wall.
8. An internal combustion engine according to any preceding claim, in which a jacket is provided at the lower side of the intake passage for flow therethrough, in use, of engine cooling medium which thereby preheats the intake gas.
9. An internal combustion engine according to any preceding claim, in which said one end of the auxiliary passage is directed to that space which is formed between the intake port and an associated intake valve when the latter is opened.
10. An internal combustion engine according to claim I and substantially as hereinbefore described with reference to
Figures 1 to 3, or Figure 4, of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP52042067A JPS6041210B2 (en) | 1977-04-14 | 1977-04-14 | engine intake system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1598173A true GB1598173A (en) | 1981-09-16 |
Family
ID=12625734
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB14629/78A Expired GB1598173A (en) | 1977-04-14 | 1978-04-13 | Internal combustion engine intake systems |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JPS6041210B2 (en) |
| DE (1) | DE2816341C2 (en) |
| FR (1) | FR2387358A1 (en) |
| GB (1) | GB1598173A (en) |
| IT (1) | IT1094373B (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5469619A (en) * | 1977-11-14 | 1979-06-04 | Yamaha Motor Co Ltd | Control method for internal combustion engine |
| JPS5489110A (en) * | 1977-12-26 | 1979-07-14 | Yamaha Motor Co Ltd | Method of controlling internal combustion engine |
| JPS5820370B2 (en) * | 1978-05-22 | 1983-04-22 | トヨタ自動車株式会社 | Internal combustion engine intake system |
| JPS5598647A (en) * | 1979-01-24 | 1980-07-26 | Toyota Motor Corp | Exhaust gas recirculating device for multicylinder internal combustion engine |
| US4228772A (en) * | 1979-02-01 | 1980-10-21 | General Motors Corporation | Low throttled volume engine |
| JPS5831451B2 (en) * | 1979-04-16 | 1983-07-06 | マツダ株式会社 | engine intake system |
| JPS5831450B2 (en) * | 1979-04-16 | 1983-07-06 | マツダ株式会社 | engine intake system |
| JPS5627026A (en) * | 1979-08-09 | 1981-03-16 | Yamaha Motor Co Ltd | Suction device of engine |
| JPS5698526A (en) * | 1980-01-09 | 1981-08-08 | Suzuki Motor Co Ltd | Air intake system for internal combustion engine |
| GB2085964B (en) * | 1980-08-13 | 1984-03-14 | Suzuki Motor Co | Internal combustion engine charge intake system |
| JPS5936090B2 (en) * | 1980-11-28 | 1984-09-01 | スズキ株式会社 | Internal combustion engine intake system |
| JPS6060010B2 (en) * | 1980-12-02 | 1985-12-27 | トヨタ自動車株式会社 | Intake system for multi-cylinder internal combustion engine |
| JPS5828550A (en) * | 1981-07-28 | 1983-02-19 | Toyota Motor Corp | Electronically controlled fuel injector for multicylinder internal combustion engine with auxiliary intake passages |
| JPS5828551A (en) * | 1981-07-28 | 1983-02-19 | Toyota Motor Corp | Electronically controlled fuel injector for multicylinder internal combustion engine with auxiliary intake passages |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2395264A (en) * | 1945-02-22 | 1946-02-19 | George M Holley | Hot-spot manifold |
| FR976359A (en) * | 1948-12-09 | 1951-03-16 | Improvement of the gas mixture in internal combustion engines | |
| DE1040838B (en) * | 1955-08-30 | 1958-10-09 | Daimler Benz Ag | Control device for mixture-compressing fuel injection engines |
| US3087480A (en) * | 1959-07-21 | 1963-04-30 | Inst Francais Du Petrole | Process for operating controlled ignition engines with lean combustible mixtures |
| FR1481528A (en) * | 1966-05-27 | 1967-05-19 | Zenith Carburetter Company Ltd | Device for improving the transfer of the mixture between a carburetor and the combustion chamber of internal combustion engines using volatile fuels |
| US3678905A (en) * | 1970-06-29 | 1972-07-25 | Ford Motor Co | Internal combustion engine dual induction system |
| FR2105543A5 (en) * | 1970-09-11 | 1972-04-28 | Laprade Bernard | |
| DE2204192C3 (en) * | 1972-01-29 | 1979-03-22 | Robert Bosch Gmbh, 7000 Stuttgart | Device for improving the exhaust gases of a carburetor internal combustion engine |
| JPS5749747B2 (en) * | 1975-03-20 | 1982-10-23 | ||
| JPS5224628A (en) * | 1975-08-20 | 1977-02-24 | Nissan Motor Co Ltd | Carburetor |
| JPS52115917A (en) * | 1976-03-24 | 1977-09-28 | Nissan Motor Co Ltd | Intake method and intake system device for internal combustion engine |
| DE2613679A1 (en) * | 1976-03-31 | 1977-10-13 | Audi Nsu Auto Union Ag | IC engine carburation slow running system - has slow running air intake with damping chamber |
| JPS52148714A (en) * | 1976-06-04 | 1977-12-10 | Nissan Motor Co Ltd | Intake turbulent device for internal combustion engine |
-
1977
- 1977-04-14 JP JP52042067A patent/JPS6041210B2/en not_active Expired
-
1978
- 1978-04-13 GB GB14629/78A patent/GB1598173A/en not_active Expired
- 1978-04-13 FR FR7810911A patent/FR2387358A1/en active Granted
- 1978-04-14 DE DE2816341A patent/DE2816341C2/en not_active Expired
- 1978-04-14 IT IT7822344A patent/IT1094373B/en active
Also Published As
| Publication number | Publication date |
|---|---|
| IT7822344A0 (en) | 1978-04-14 |
| FR2387358B1 (en) | 1982-07-30 |
| JPS53137320A (en) | 1978-11-30 |
| FR2387358A1 (en) | 1978-11-10 |
| IT1094373B (en) | 1985-08-02 |
| DE2816341A1 (en) | 1978-10-19 |
| JPS6041210B2 (en) | 1985-09-14 |
| DE2816341C2 (en) | 1982-10-14 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed [section 19, patents act 1949] | ||
| PE20 | Patent expired after termination of 20 years |
Effective date: 19980412 |