GB2132697A - Internal combustion engine with air-fuel mixture heating - Google Patents

Internal combustion engine with air-fuel mixture heating Download PDF

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Publication number
GB2132697A
GB2132697A GB08332633A GB8332633A GB2132697A GB 2132697 A GB2132697 A GB 2132697A GB 08332633 A GB08332633 A GB 08332633A GB 8332633 A GB8332633 A GB 8332633A GB 2132697 A GB2132697 A GB 2132697A
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United Kingdom
Prior art keywords
air
cylinder
fuel
supplemental
passage
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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.)
Granted
Application number
GB08332633A
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GB2132697B (en
GB8332633D0 (en
Inventor
Gordon Charles Slattery
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Brunswick Corp
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Brunswick Corp
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Publication of GB8332633D0 publication Critical patent/GB8332633D0/en
Publication of GB2132697A publication Critical patent/GB2132697A/en
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Publication of GB2132697B publication Critical patent/GB2132697B/en
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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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
    • F02M31/087—Heat-exchange arrangements between the air intake and exhaust gas passages, e.g. by means of contact between the passages
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/045—Fuel-air mixture
    • F02M31/047—Fuel-air mixture for fuel enriched partial mixture flow path
    • 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

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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 Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

An internal combustion engine 1 includes a supplemental fuel passage 26, 27 which connects the carburetor 9 to the exhaust chest cover (28) Fig. 2 (not shown). A supplemental air inlet having a metering orifice 36 and passage (35) connects to the supplemental fuel passage. The resultant air-fuel mixture is heated before entry into the combustion chamber by passing the mixture through a heating passage 32 directly in front of the exhaust ports 13. When the engine is at idle with a completely closed throttle valve 19, the entire air-fuel supply for the engine is provided through the supplemental fuel and air passages and is heated in the heating passage prior to combustion. At increasingly open throttle, air-fuel is increasingly provided from the conventional primary carburetor output, with the heated air-fuel mixture being supplied in gradually decreasing amounts. <IMAGE>

Description

SPECIFICATION Internal combustion engine with air-fuel mixture heating The invention relates to an internal combustion engine with a heated air-fuel supply system.
Internal combustion engines have tended to run rough at idle and low speeds, with smoother running at high speeds. It has been desired to improve the operation characteristics of such engines attheir idle and lower speeds.
Furthermore, most internal combustion engines have been designed to operate on gasoline. However, less volatile fuels such as kerosene orthe like would be preferable in many instances due to their lower cost.
Previous attempts to utilize kerosene have not been entirely successful, especially in water cooled marine engines, because the mixture of air and lower octane fuel was not hot enough at idle and slow speeds to ignite in the combustion chamber.
One known manufacturer has built an engine which uses two fuel systems. Gasoline is used when the engine is started, at idle and at part throttle. As the throttle is opened wider, with accompanying hotter operation, kerosene gradually supplants the gasoline.
In addition, kerosene burning farm tractor engines have run the intake manifold inside ofthe exhaust manifold to heattheair-fuel mixture.
An internal combustion engine includes a sup plemental fuel passage which connects the carburetor tothe exhaustchest cover. Asupplemental air inlet having a metering orifice and passage connects to the supplemental fuel passage. The resultant air-fuel mixture is heated before entry into the combustion chamber by passing the mixture through a heating passage directly in front of the exhaust ports. When the engine is at idle with a completely closed throttle valve,the entire air-fuel supplyfortheengine is provided through the supplemental fuel and air passages and is heated in the heating passage priorto combustion.At increasingly open throttle, air-fuel is increasingly provided from the conventional primary carburetor output, with the heated air-fuel mixture being supplied in gradually decreasing amounts.
FIG. lisa schematic showing of an internal combustion engine which incorporates the air-fuel heater; FIG. 2 is a front elevation ofthe engine; FIG. 3 is a fragmentary elevational view of the exhaust chest cover area, with the outer cover portion partially broken away; FIG. 4 is a vertical section taken on line 4-4 of FIG. 1; FIG. 5 is a horizontal section taken on line 5-5 of FIG. 1; FIG. 6 is a horizontal section through the carburetor taken on line 6-6 of FIG. 5; FIG.7 is a vertical section taken on line 7-7 of FIG. 6; and FIG. 8 is a section taken on line 8-8 of FIG. 5.
The internal combustion engine 1 shown in the drawings is ofthetwo-cycletype and includes a cylinder block 2 which in this instance has a pair of cylinders 3 which have the usual pistons 4 disposed therein. Pistons 4 are connected in the usual manner to a crankshaft 5 disposed within a crankcase 6 mounted to cylinder block 2, as by bolts 7. The usual spark plugs 8 are provided to fire the engine.
Afuel-air mixture is provided in the normal fashion by a carburetor 9, which is mounted to crankcase 6, and an inlet valve 10 and transfer passage 11 to inlet ports 12 in cylinders 3. Exhaust ports 13 are provided in the cylinder walls oppositely from inlet ports 12 and provide discharge ofthe products of combustion into an exhaust chest 14forming a cavity 15, and hence out of engine 1. See FIG. 4. Reference is made to U.S.
Patent No.2,609,801 for a somewhat similar arrangement.
Referring to FIGS. 1,6 and 7, carburetor 9 includes the usual float bowl 16, siphon 17 and needle valve 18.
Air is drawn th rough carburetor9, is normally mixed with fuel in the usual manner, and then drawn through a throttle valve 19 in the carburetor throat and into a passage 20 in crankcase 6.
In the present embodiment, inlet valve loins ofthe "reed" one-way type and comprises a fixed cylindrical disc-like valve body 21 mounted between cylinders 3 in crankcase 6 and held against rotation as by a pin 22.
Crankshaft 5 rotatably passes th rough a central opening in valve body 21. Body 21 is provided with an internal generally U-shaped passage 23 which registers with crankcase passage 20. Internal passage 23 is connected through four springable reed plates 24 on each face of valve body 21 to provide for alternate one-way passage of the air4uel mixture from carburetor 9 into cylinders 3 during piston reciprocation.
In orderto operate the engine smoothly andlor with less volatile fuel at idle and low speeds, means are providedtosupplyasupplemental air-fuel mixtureto the crankcase under certain conditions, and with this supplemental mixture being heated.
Forthis purpose, throttle valve 19 is imperforate as shown in FIG. 7 and, when closed, completely blocks the entrance to crankcase passage 20 from carburetor 9. In addition carburetor 9, which normally includes a connecting primaryfuel passage 25 between needle valve 18 and the area of the carburetorthroatjust upstream from throttle valve 19, is provided with a secondaryfuel passage 26forming a fuel discharge port which also communicates with needle valve 18.
Secondaryfuel passage 26 connectsthrough a conduit, such as a hose 27 disposed externally of engine 1, to the area of exhaust chest 14. Chest 14 is enclosed by a cover means 28 which in this instance comprises a pair of parallel generally co-extensive plates 29 and 30 arranged in contacting relationship and secured to cylinder block 2 as by bolts 31. Plates 29 and 30 are provided with an internal heating passage 32 which lies in the path of exhaust ports 13 and which is shown as generally L-shaped.
One end of passage 32 connectsthrougha port 33 in outer plate 30 to an upwardly extending elongated housing 34forming a flow channel 35therein. Fuel hose 27 connects into channel 35 adjacent port 33. The upper end of housing 34 is formed to provide an air metering inlet orifice 36 which forms a restricted entranceforexternal air into channel 35. The cross section of orifice 36 is substantially less than that of passage 32, and in fact it isthe only restriction in the system.
The other end of passage 32 connects through a port 37 in inner plate 29 and hence through a passage 38 in cylinder block 2. Passage 38 registers with a further passage 39 in valve body 21, with the latter passage connecting to the U-shaped passage 23 in valve body 21.
Thus, a supplemental connection is provided from carburetor 9, through fuel hose 27, through channel 35 where fuel and air are mixed, and finally into the crankcase.
In operation of the device, the engine is started and idled with throttle valve 19 completely closed so that no primary air or fuel can pass through the carburetor throat into crankcase 6. The negative pressure created by piston reciprocation causes fuel to be drawn through secondary discharge port 26 and hose 27 and hence into flow channel 35. Simultaneously, the negative pressure draws external ambient airthrough metering orifice 36 and also into flow channel 35, where the air and fuel are mixed. The supplemental air-fuel mixture is then drawn into heating passage 32 in the exhaust chest cover means 38 and is conducted therethrough. During this time, exhaust emanating from cylinder exhaust ports 13 impinges on the inner face 40 of inner cover plate 29, which forms a wall of heating passage 32. See FIG. 4.This servesto heat the air-fuel mixture passing through the passage to enhance its combustion properties. The heated mix turethen flows through passages 38,39 and 23 (see FIG. 5) and is discharged through valve plates 24 into crankcase 6 and finally into cylinders 3 alternately in response to piston reciprocation.
As throttle valve 19 is opened partially to provide low engine speed, negative pressure also draws a limited amount of a primary air-fuel mixture directly through carburetor 9 and passage 20 and also through valve plates 24 and into crankcase 6 and cylinders 3.
However, at lowerengine speeds, the supplemental heated air-fuel mixture provides a substantial percen tage ofthetotal mixture supplied for combustion.
As throttle valve 19 is gradually opened farther and the engine runs faster, the amount of unheated primary air4uel mixture supplied directly by the carburetor increases while the heated supplemental mixture decreases in inverse proportion. At wide open throttle, only a negligible amount, if any, of heated air-fuel mixture is provided to the cylinders, although external air continues to be drawn in through orifice 36 and is heated before being injected into crankcase 6.
The supplemental supply system is thus selectively responsive to the setting ofthrottle valve 19 to supply a heated air4uel mixture to the engine during idle and low speed, and to a limited extent at high speeds up to wide open throttle.
The result is that additional heat is supplied to the fuel passing to the combustion chambers of cylinders 3when it is needed most; that is, at idle and low speed when the cylinder walls are cooler. This supplemental heat is gradually reduced at higher speeds and hotter operating temperatures.
It has been found that, even when conventional gasoline is the only fuel, the engine will run smoother at idle and low speeds. In addition, when the primary fuel is of the less volatile octane type, such as kerosene, the additional heat selectively supplied to the air-fuel mixture will permit spark ignition and smooth running at idle and low speeds, and in fact at all throttle settings.
By heating the air-fuel mixture after the air is metered at orifice 36, problems of metering caused by major temperature changes are avoided.
In some instances, it may be desirable to initially start engine 1 with a small supply of gasoline and then :-o switch over to a less volatile fuel immediatelywhen idling begins. Furthermore, while the disclosed device involves a two-cycle multi-cylinder engine, the present concepts could also be applied to an engine of the --mgle cylinder orfour-cycle type.
e ME; 1. In an internal combustion engine, the combination comprising: (a) a cylinder block having a cylinder and reciprocable piston disposed therein, said cylinder having an intake port, (b) a carburetor connected to supply a primary air-fuel mixture to said intake portofsaid cylinder, (c) and means connected between said carburetor and said intake port of said cylinderfor supplying a heated supplemental air-fuel mixture to said cylinder at idle and low engine speeds.
2. Thecombinationofclaim 1 inwhich: (a) said carburetor includes a throttle valve, (b) and said carburetor and said supplemental mixture supplying means are responsive to the setting of said throttle valve so that substantially only said heated supplemental air-fuel mixture is supplied to said cylinder when said throttle valve is closed at engine idle.
3. The combination of claim 2 in which said carburetor and said supplemental mixture supplying means are responsive to the setting of said throttle valve so that when said throttle valve is substantially wide open, substantially only said primary air-fuel mixture is supplied to said cylinder at high engine speeds.
4. The combination of claim 3 in which said carburetor and said supplemental mixture supplying means are responsive to the setting of said throttle valve so that as said throttle valve is opened from its closed position, larger amounts of said primary air-fuel mixture and smaller amounts of said heated supplemental air-fuel mixture are supplied to said cylinder in inverse proportion.
5. The combination of claim 4 in which said throttle valve is imperforate.
6. In an internal combustion engine, the combination comprising: (a) a cylinder block having a cylinder and reciprocable piston disposed therein, said cylinder having an intake port, (b) a carburetor connected to supply a primary air-fuel mixtureto said intake portof said cylinder, said ca rbu retor having a throttle valve adjustable between closed and open positions,
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (15)

**WARNING** start of CLMS field may overlap end of DESC **. metering inlet orifice 36 which forms a restricted entranceforexternal air into channel 35. The cross section of orifice 36 is substantially less than that of passage 32, and in fact it isthe only restriction in the system. The other end of passage 32 connects through a port 37 in inner plate 29 and hence through a passage 38 in cylinder block 2. Passage 38 registers with a further passage 39 in valve body 21, with the latter passage connecting to the U-shaped passage 23 in valve body 21. Thus, a supplemental connection is provided from carburetor 9, through fuel hose 27, through channel 35 where fuel and air are mixed, and finally into the crankcase. In operation of the device, the engine is started and idled with throttle valve 19 completely closed so that no primary air or fuel can pass through the carburetor throat into crankcase 6. The negative pressure created by piston reciprocation causes fuel to be drawn through secondary discharge port 26 and hose 27 and hence into flow channel 35. Simultaneously, the negative pressure draws external ambient airthrough metering orifice 36 and also into flow channel 35, where the air and fuel are mixed. The supplemental air-fuel mixture is then drawn into heating passage 32 in the exhaust chest cover means 38 and is conducted therethrough. During this time, exhaust emanating from cylinder exhaust ports 13 impinges on the inner face 40 of inner cover plate 29, which forms a wall of heating passage 32. See FIG. 4.This servesto heat the air-fuel mixture passing through the passage to enhance its combustion properties. The heated mix turethen flows through passages 38,39 and 23 (see FIG. 5) and is discharged through valve plates 24 into crankcase 6 and finally into cylinders 3 alternately in response to piston reciprocation. As throttle valve 19 is opened partially to provide low engine speed, negative pressure also draws a limited amount of a primary air-fuel mixture directly through carburetor 9 and passage 20 and also through valve plates 24 and into crankcase 6 and cylinders 3. However, at lowerengine speeds, the supplemental heated air-fuel mixture provides a substantial percen tage ofthetotal mixture supplied for combustion. As throttle valve 19 is gradually opened farther and the engine runs faster, the amount of unheated primary air4uel mixture supplied directly by the carburetor increases while the heated supplemental mixture decreases in inverse proportion. At wide open throttle, only a negligible amount, if any, of heated air-fuel mixture is provided to the cylinders, although external air continues to be drawn in through orifice 36 and is heated before being injected into crankcase 6. The supplemental supply system is thus selectively responsive to the setting ofthrottle valve 19 to supply a heated air4uel mixture to the engine during idle and low speed, and to a limited extent at high speeds up to wide open throttle. The result is that additional heat is supplied to the fuel passing to the combustion chambers of cylinders 3when it is needed most; that is, at idle and low speed when the cylinder walls are cooler. This supplemental heat is gradually reduced at higher speeds and hotter operating temperatures. It has been found that, even when conventional gasoline is the only fuel, the engine will run smoother at idle and low speeds. In addition, when the primary fuel is of the less volatile octane type, such as kerosene, the additional heat selectively supplied to the air-fuel mixture will permit spark ignition and smooth running at idle and low speeds, and in fact at all throttle settings. By heating the air-fuel mixture after the air is metered at orifice 36, problems of metering caused by major temperature changes are avoided. In some instances, it may be desirable to initially start engine 1 with a small supply of gasoline and then :-o switch over to a less volatile fuel immediatelywhen idling begins. Furthermore, while the disclosed device involves a two-cycle multi-cylinder engine, the present concepts could also be applied to an engine of the --mgle cylinder orfour-cycle type. e ME;
1. In an internal combustion engine, the combination comprising: (a) a cylinder block having a cylinder and reciprocable piston disposed therein, said cylinder having an intake port, (b) a carburetor connected to supply a primary air-fuel mixture to said intake portofsaid cylinder, (c) and means connected between said carburetor and said intake port of said cylinderfor supplying a heated supplemental air-fuel mixture to said cylinder at idle and low engine speeds.
2. Thecombinationofclaim 1 inwhich: (a) said carburetor includes a throttle valve, (b) and said carburetor and said supplemental mixture supplying means are responsive to the setting of said throttle valve so that substantially only said heated supplemental air-fuel mixture is supplied to said cylinder when said throttle valve is closed at engine idle.
3. The combination of claim 2 in which said carburetor and said supplemental mixture supplying means are responsive to the setting of said throttle valve so that when said throttle valve is substantially wide open, substantially only said primary air-fuel mixture is supplied to said cylinder at high engine speeds.
4. The combination of claim 3 in which said carburetor and said supplemental mixture supplying means are responsive to the setting of said throttle valve so that as said throttle valve is opened from its closed position, larger amounts of said primary air-fuel mixture and smaller amounts of said heated supplemental air-fuel mixture are supplied to said cylinder in inverse proportion.
5. The combination of claim 4 in which said throttle valve is imperforate.
6. In an internal combustion engine, the combination comprising: (a) a cylinder block having a cylinder and reciprocable piston disposed therein, said cylinder having an intake port, (b) a carburetor connected to supply a primary air-fuel mixtureto said intake portof said cylinder, said ca rbu retor having a throttle valve adjustable between closed and open positions,
(c) and means connected between said carburetor and said intake port of said cylinderfor supplying a heated supplemental air-fuel mixture to said cylinder at idle and low engine speeds, (d) said carburetor and said supplemental mixture supplying means being responsive to the setting of said throttle valve so that as said throttle valve is opened from its closed position, larger amounts of said primaryair-fuel mixture and smalleramounts of said heated supplemental air-fuel mixture are supplied to said cylinder in inverse proportion.
7. The combination of claim 6 in which: (a) said cylinder has an exhaust port, (b) and said supplemental air-fuel mixture supplying means includes passage means disposed in facing relationship with said exhaust port of said cylinder for conducting said supplemental mixture therethrough so that exhaust emanating from said exhaust port heats said supplemental mixture.
8. In an internal combustion engine, the combination comprising: (a) a cylinder block having a cylinder and reciprocable piston disposed therein, said cylinder having an intake port and an exhaust port, (b) an exhaust chest disposed in said cylinder blockfor receipt and transfer of exhaust gasses from said exhaust port, (c) a coverfor said exhaust chest and with said cover disposed in facing relationship with said ex haustport, (d) a carburetor connected to supply a primary air-fuel mixture to said intake port of said cylinder, said carburetor having a primary fuel passage and a throttle valve adjustable between closed and open positions, (e) and means connected between said carburetor and said intake port of said cylinderfor supplying a supplemental heated air-fuel mixture to said cylinder at idle and low engine speeds.
9. The combination of claim 8 in which said supplemental air-fuel mixture supplying means includes passage means disposed in facing relationship with said exhaust port of said cylinder for conducting said supplemental mixture therethrough so that exhaust emanating from said exhaust port into said exhaust chest heats said supplemental mixture.
10. The combination of claim 9 in which said passage means is disposed in said cover, upon which said exhaust impinges.
11. The combination of claim 10 in which one end of said passage means is connected to said carburetor and the other end of said passage means is connected to said intake port of said cylinder.
12. The combination of claim 11 in which the connection of said passage means to said carburetor includes: (a) a secondary fuel passage in said carburetor, (b) means connecting said secondary fuel passage to said passage means in said cover, (c) and external air inlet means disposed in said connecting means to provide said supplemental air-fuel mixture.
13. The combination of claim 12 in which said external air inlet means includes a restrictive air metering orifice ofsmallercross section than said connecting means.
14. The combination of claim 11 which includes: (a) a crankcase disposed on said cylinder block, (b) valve means disposed in said crankcase and connected to said carburetorto receive said primary air-fuel mixture therefrom, said valve means being connected to said inlet port of said cylinderfor supplying said primary air-fuel mixture thereto, (c) and means connecting said other end of said passage means in said coverthrough said cylinder blockto said valve means for supplying said heated secondary air-fuel mixture through said valve means to said inlet port of said cylinder.
15. An internal combustion engine substantially as herein described with reference to the accompanying drawings.
GB08332633A 1982-12-27 1983-12-07 Internal combustion engine with air-fuel mixture heating Expired GB2132697B (en)

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Application Number Priority Date Filing Date Title
US45291382A 1982-12-27 1982-12-27

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GB8332633D0 GB8332633D0 (en) 1984-01-11
GB2132697A true GB2132697A (en) 1984-07-11
GB2132697B GB2132697B (en) 1986-09-10

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CA (1) CA1212283A (en)
DE (1) DE3346761A1 (en)
GB (1) GB2132697B (en)

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US9228557B1 (en) 2014-07-09 2016-01-05 Ford Global Technologies, Llc Method and system for expediting engine warm-up
CA3109061C (en) 2018-08-10 2023-12-19 Sharkninja Operating Llc System and method for reducing noise and/or vibration in a cleaning apparatus with combing unit for removing debris

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GB388713A (en) * 1932-11-11 1933-03-02 Thomas Maslin Harris Improvements in external vaporisers for internal combustion engines
GB1095610A (en) * 1965-12-01 1967-12-20 Volvo Ab Improvements in or relating to carburettor engines
GB1301141A (en) * 1969-01-29 1972-12-29 Dynatech Corp Improvements in or relating to induction systems for internal combustion engines
GB1438771A (en) * 1972-06-28 1976-06-09 Honda Motor Co Ltd Internal combustion engine intake and exhaust assemblies
GB1446898A (en) * 1972-05-17 1976-08-18 Alfa Romeo Spa Internal combustion engines
GB1497268A (en) * 1973-12-29 1978-01-05 Honda Motor Co Ltd Internal combustion engine intake and exhaust apparatus

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2388331A (en) * 1943-04-14 1945-11-06 Metal Products Corp Fuel supply for two-cycle, crankcase compression engines
FR2379706A1 (en) * 1977-02-08 1978-09-01 Sibe IMPROVEMENTS FOR CARBURETORS EQUIPPED WITH A COLD START AND START DEVICE
JPS56103651U (en) * 1980-01-08 1981-08-13
US4333425A (en) * 1980-12-29 1982-06-08 Brunswick Corporation Fuel system for a two-cycle engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB388713A (en) * 1932-11-11 1933-03-02 Thomas Maslin Harris Improvements in external vaporisers for internal combustion engines
GB1095610A (en) * 1965-12-01 1967-12-20 Volvo Ab Improvements in or relating to carburettor engines
GB1301141A (en) * 1969-01-29 1972-12-29 Dynatech Corp Improvements in or relating to induction systems for internal combustion engines
GB1446898A (en) * 1972-05-17 1976-08-18 Alfa Romeo Spa Internal combustion engines
GB1438771A (en) * 1972-06-28 1976-06-09 Honda Motor Co Ltd Internal combustion engine intake and exhaust assemblies
GB1497268A (en) * 1973-12-29 1978-01-05 Honda Motor Co Ltd Internal combustion engine intake and exhaust apparatus

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JPS6356422B2 (en) 1988-11-08
JPS59145354A (en) 1984-08-20
GB2132697B (en) 1986-09-10
CA1212283A (en) 1986-10-07
DE3346761A1 (en) 1984-06-28
GB8332633D0 (en) 1984-01-11

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Effective date: 19971207