US3608533A - Fuel feed devices for internal combustion engines - Google Patents

Fuel feed devices for internal combustion engines Download PDF

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Publication number
US3608533A
US3608533A US883560A US3608533DA US3608533A US 3608533 A US3608533 A US 3608533A US 883560 A US883560 A US 883560A US 3608533D A US3608533D A US 3608533DA US 3608533 A US3608533 A US 3608533A
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United States
Prior art keywords
passage
throttling member
butterfly valve
induction pipe
throttling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US883560A
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English (en)
Inventor
Andre L Mennesson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Societe Industrielle de Brevets et dEtudes SIBE
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Societe Industrielle de Brevets et dEtudes SIBE
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Publication date
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Publication of US3608533A publication Critical patent/US3608533A/en
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Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/02—Fuel-injection apparatus characterised by being operated electrically specially for low-pressure fuel-injection

Definitions

  • the induction pipe includes a throttle valve con- [541 FUEL FEED DEVICES FOR INTERNAL trolled by the driver and an auxiliary throttle member which COMBUSTION E P opens automatically as a function of the airflow.
  • auxiliary throttling member which opens automatically and progressively as the rate of airflow in the said pipe increases; means for injecting liquid fuel under pressure into that portion of the induction pipe downstream of the main throttling member; and a metering system adapted to respond to the position of the auxiliary throttling member and so to regulate the rate of flow of the fuel injected that the richness of the fuel-air mixture entering the induction pipe is substantially constant, at least for certain running conditions of the engine, the said injection means being the form of a source of fuel under pressure of which the delivery circuit, leading into the said portion of the induction pipe, is controlled by at least one valve operated by an electromagnet.
  • the invention relates more particularly to those devices of this type in which the metering system comprises a member adapted to be rotated continuously, preferably by the internal combustion engine, and capable, by affecting energization of the electromagnet, of causing opening of the valve during only a fraction of each of its revolutions, this system being so arranged that it increases this fraction the further the auxiliary throttling member opens, and vice versa.
  • the invention relates more particularly, but not exclusively, to devices of this type in which the member adapted to be continuously rotated has means for'transmitting to a stationary receiver aflow of energy during a fraction of a revolution whose value varies according to the relative positions of the rotary member and receiver, the receiver being such that it controls the energizing circuit for the electromagnet according to whether or not it receives the flow of energy, and the auxiliary throttling member being such as tomodify the relative positions of the rotary member and receiver;
  • the means for emitting the flow of energy may be a light source, and the receiver may be a photoelectric cell, the source and cell being situated on each side of the said member, which forms an opaque screen containing at least one port to permit illumination of the cell.
  • the rotary member is advantageously in the form of a flat, opaque disc perpendicular to its axis of rotation, the stationary receiver being such that it can be brought closer to or further from this axis.
  • both the rate of air flow and the richness of the fuel-air mixture must be greater than under idling conditions for a hot engine, the increase preferably being greater, the colder the engine is.
  • the object of the invention is to make feed devices as described above such that they adapt automatically to the requirements of the engine supplied by them when this engine is cold.
  • the feed device of the type described is characterized in that in the induction pipe, upstream of the auxiliary throttling member, there is an eccentric butterfly valveadapted to open under the influence of the flow of air and contrary to the variable resilient action ofa member adapted to respond to the engine temperature, and between the space defined in the pipe by the two main and auxiliary throttling members and that zone of the pipe downstream of the main throttling member there is a passage short circuiting the latter throttling member, means being provided for progressive throttling of the passage as the eccentric butterfly valve opens when the engine heats up.
  • FIG. 1 of the drawings shows, by means of a diagrammatic elevation with parts in section, a feed device embodying the invention, the components of this device being in the position for normal running;
  • FIGS. 2, 3 and 4 respect sections along lines Illl and III- III inFIG. l and IVIV in FIG. 3, respectively;
  • FIGS. 5 to 7 are views similar to FIG. 4, showing the essential components of the device in the positions occupied by them respectively when the cold engine is stationary, when the cold engine is idling and when the hot engine is idling;
  • FIG. 8 shows a section along'a line VllI-VIII in FIG. 5.
  • a fuel feed device for a vehicle engine or the like is constructed as follows orin a similar fashion.
  • the device As regards the device as a whole, it is constituted in any appropriate manner, in such a way that it comprises (FIG. 1): In the induction pipe 1, upstream of a main throttling member 2 operated by the driver, an auxiliary throttling member 3 which opens automatically and progressively as the rate of airflow in the said pipe 1 increases; means for injecting liquid fuel under pressure into that portion of the induction pipe 1 downstream of the main throttling member 2; and a metering system adapted to respond to the position of the auxiliary throttling member 3 and so to regulate the rate of flow of the fuel injected that the richness of the fuel-air mixture entering the induction pipe 1 is substantially constant, at least for certain running conditions of the engine.
  • the auxiliary throttling member 3 is in the form of a butterfly valve keyed on a pivot 4.
  • This butterfly valve is operated by a pneumatic device with a diaphragm 5 which separates two chambers 6, 7 from one another.
  • the chamber 6 is connected by a duct-8 to a chamber 9 formed by that portion of the pipe 1 between the main throttling member 2 and the butterfly valve 3.
  • the pivot 4 is attached to a lever '10 whose free end bears a detent ll cooperating with the end of a rod 12 connected to the diaphragm 5.
  • a spring 13 tends to close the butterfly valve 3, counteracting the.influence of the underpressure transmitted in the chamber 6.
  • the chamber 7 is connected to the atmosphere by a duct 14, preferably running from the air intake 15 ofthe duct 1.
  • the angular position of the butterfly valve 3 within the pipe 1 at any time corresponds, of course, to the rate of airflow in this pipe.
  • the higher this rate of flow the more the butterfly valve 3 opens, a substantially constant underpressure (or an underpressure varying according to the characteristics of the,
  • the injection means mentioned are in the form of a source of fuel under pressure (not shown) of which the delivery circuit, which joins the pipe 1 downstream of the main throttling member 2, is controlled by at least one valve 16 operated by an electromagnet'l7.
  • the meteringsystem comprises a flat, opaque disc 18 which is mounted on a shaft 19 connected to a motor, for example the internal combustion engine (not shown) supplied by the device, in such a way that the disc is rotated continuously about an axis perpendicular to its plane.
  • the disc 18 is placed between a light source 20 and a photoelectric cell 21 mounted on a common support 22 connected to the auxiliary throttling member 3, and it contains at least one port 23 adapted to admit the beam from the light source 20 to the photoelectric cell 21.
  • the cell 21 is adapted to cause energization of the electromagnet 16, depending on whether or not it is illuminated, the assembly as a whole being such that the electromagnet is energized during a fraction of each revolution of the disc 18 which varies in the same direction as the degree of opening of the auxiliary throttling member 3.
  • the light source may be in the form of a lamp which can be supplied by a battery 24 once the engine ignition switch 25 is on, and which is housed in a hollow boss 26 containing a hole. This hole is so arranged that it directs a light beam onto the cell 21, through a hole in a hollow boss 27 housing this cell.
  • the bosses 26, 27 are mounted on the ends of the U-shaped support 22, which is placed astride the disc 18 so that the source 20 and cell 21 are on opposite sides of this disc and which is attached to the pivot 4, the latter being parallel to the shaft 19 and to the light beam received by the cell 21.
  • an amplifying relay 28 and possible an intensity limiting device 29 may be inserted between this cell and the electromagnet 17.
  • a distributor 30 is provided, this distributor being synchronized with the disc 18 in order to supply the intermittent energizing current to the different electromagnets in succession, the disc having as many ports 23 as there are cylinders to be supplied.
  • These ports are equispaced around the shaft 19, and each is shaped in such a way that the fraction of a revolution during which it normally permits illumination of the cell 21 increases as the throttling member 3 opens, that is to say, (according to the embodiment illustrated), as the bosses 26, 27 come nearer to the shaft 19.
  • the feed device just recalled operates, of course, as follows:
  • each port 23 has been selected so that the fraction of a revolution during which it admits the light ray from the source 20 to the cell 21 (a current being produced in the lead 31) increases, the nearer the latter elements come to the shaft 19, the rate at which fuel is supplied by each injection valve 16 will necessarily vary in the same direction as the rate of airflow in the pipe 1.
  • the butterfly valve 32 is mounted on a pivot 35 attached to a double lever 36 of which one end 36a, which is bent, cooperates with the outer end of the member 33, which is in the form ofa bimetal spiral and is shown in section in FIG. 1 and by means of a chain-line circle in FIGS. 4 to 7.
  • the said end is adapted to turn clockwise (FIGS. 4 to 7) when the member 33 heats up, the central coil of the latter being attached to a hub 37 whose temperature varies with that of the engine.
  • the hub 37 may, for example, be heated by a pipe 38 (FIG. 3) traversed by a fluid such as the cooling water or lubricating oil for the engine or air previously heated by the exhaust gases. Alternatively, it may be heated by an electrical resistance to which current is supplied when the ignition switch 25 is on.
  • the passage 34 is formed by a portion of a cylindrical bore 39, whose axis is advantageously parallel to that of the pipe 1, and by two orifices 40, 41 connecting this bore to the pipe 1 and coming out respectively between the throttling members 2 and 3 and downstream of the throttling member 2.
  • the means for progressively throttling the passage 34 are a piston 42 housing in the bore 39 at the level of the orifice 40 and attached to that end of the lever 36 remote from the end 360, for example by means of a link 43, the whole being such that the underpressure transmitted in the passage 34 tends to displace the piston 42 in the direction which produces greater throttling of the orifice 40.
  • that portion of the bore 39 remote from the passage 34 by comparison with the piston 42 is connected to the induction pipe 1 downstream of the main throttling member 2 by way of orifices such as 44a, 44b, 44c of small cross section, adapted to be revealed successively by the piston 42 as the latter is displaced due to the underpressure in the passage 34.
  • the orifices 44a to 44c may be connected to a duct 45 connected to a point downstream of the main throttling member, preferably by way of the passage 34, to which it is connected by an orifice 46.
  • This orifice 46 may be situated either as indicated by solid lines in FIGS. 5 to 7, so that is is permanently open, or as indicated by chain lines at 46a in these figures, so that it is not revealed by the piston 42 except when the latter is in positions corresponding to closing or partial opening of the butterfly valve 32.
  • a connection may be provided between the main throttling member 2 and the butterfly valve 32 so that complete or substantially complete opening of the member 2 causes the butterfly valve 32 to open, overcoming the action of the thermostat member 33.
  • the resulting, improved feed device operates as follows:
  • the piston 42 reveals the second orifice 44b, which corresponds to a second stabilizing position, and then the third orifice 440 which corresponds to the position (FIG. 7) in which the piston 42 closes the orifice 40 completely and the butterfly valve 32 is wide open.
  • the positions now occupied are those corresponding to normal hot running of the engine.
  • the orifice 46 is at 46a, that is to say, if it is obstructed when the butterfly valve 32 is fully open, the following supplementary advantages are obtained: a greater force acting on the piston 42 when the butterfly valve 32 is open, so that the inoperative position is better maintained; and better idling, due to the absence of leaks bringing air from the duct for the pivot 35 or from any other air inlet.
  • the advantage of the device just described is, firstly, that the air cross sections required for operation of the engine at all temperatures are provided automatically without intervention by the driver and, secondly, that the starting mixture need not be regulated, since the assembly comprising the photoelectric cell 21 and the light source itself finds the optimum position for giving the correct starting mixture.
  • a fuel feed device for internal combustion engines which comprises in the induction pipe, upstream of a main throttling member operated by the driver, an auxiliary throttling member which opens automatically and progressively as the rate of airflow in the said pipe increases; means for injecting liquid fuel under pressure into that portion of the induction pipe downstream of the main throttle member; and a metering system adapted to respond to the position of the auxiliary throttling member and so to regulate the rate of flow of the fuel injected that the richness of the fuel-air mixture entering the induction pipe is substantially constant, at least for certain running conditions of the engine, the said injection means being in the form of a source of fuel under pressure of which the delivery circuit, leading into the said portion of the induction pipe, is controlled by at least one valve operated by an electromagnet, the metering system comprising a member adapted to be rotated continuously and capable, by affecting energization of the electromagnet, of causing opening of the valve during only a fraction of each of its revolutions, this system being so
  • passage is a portion of a cylindrical bore connected to the induction pipe by an upstream orifice and a downstream orifice finishing on each side of the main throttling member, and the means for progressive throttling of said passage are a piston housed in the bore at the level of the upstream orifice and mechanically connected to the eccentric butterfly valve, the whole being such that suction transmitted in the assa e tends to displace the piston in the direction of greater t rott ing of the upstream 3.
  • connection between the duct associated with the restricted orifices and the passage is such that is closed by the piston when the latter occupies the position in which the eccentric butterfly valve is wide open, but is open when the position is in positions corresponding to closing and partial opening of the butterfly valve.

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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)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
US883560A 1968-12-10 1969-12-09 Fuel feed devices for internal combustion engines Expired - Lifetime US3608533A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR177509 1968-12-10

Publications (1)

Publication Number Publication Date
US3608533A true US3608533A (en) 1971-09-28

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US883560A Expired - Lifetime US3608533A (en) 1968-12-10 1969-12-09 Fuel feed devices for internal combustion engines

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US (1) US3608533A (hu)
BR (1) BR6914568D0 (hu)
DE (1) DE1954904A1 (hu)
FR (1) FR1596001A (hu)
GB (1) GB1262700A (hu)
SE (1) SE350303B (hu)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3943906A (en) * 1973-07-09 1976-03-16 Toyo Kogyo Co., Ltd. Intake system for an internal combustion engine
US3946705A (en) * 1974-09-30 1976-03-30 The United States Of America As Represented By The Secretary Of The Army Heat engine power system
US4043307A (en) * 1974-06-24 1977-08-23 Nippondenso Co., Ltd. Fuel injection system for an internal combustion engine
US4098235A (en) * 1974-08-28 1978-07-04 Repco Research Proprietary Limited Fuel feed control apparatus and system
US5729144A (en) * 1996-12-02 1998-03-17 Cummins; Kenneth L. Systems and methods for determining location of a fault on an electric utility power distribution system
US20040055554A1 (en) * 2002-09-20 2004-03-25 Tharman Paul A. Electromechanical choke system for an internal combustion engine
US20040089259A1 (en) * 2002-11-07 2004-05-13 Tharman Paul A. Electromagnetic choke system for an internal combustion engine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2846994A (en) * 1957-03-14 1958-08-12 Acf Ind Inc Fuel injection system
US3404667A (en) * 1965-06-15 1968-10-08 Sibe Fuel injection devices for internal combustion engines

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2846994A (en) * 1957-03-14 1958-08-12 Acf Ind Inc Fuel injection system
US3404667A (en) * 1965-06-15 1968-10-08 Sibe Fuel injection devices for internal combustion engines

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3943906A (en) * 1973-07-09 1976-03-16 Toyo Kogyo Co., Ltd. Intake system for an internal combustion engine
US4043307A (en) * 1974-06-24 1977-08-23 Nippondenso Co., Ltd. Fuel injection system for an internal combustion engine
US4098235A (en) * 1974-08-28 1978-07-04 Repco Research Proprietary Limited Fuel feed control apparatus and system
US3946705A (en) * 1974-09-30 1976-03-30 The United States Of America As Represented By The Secretary Of The Army Heat engine power system
US5729144A (en) * 1996-12-02 1998-03-17 Cummins; Kenneth L. Systems and methods for determining location of a fault on an electric utility power distribution system
US20040055554A1 (en) * 2002-09-20 2004-03-25 Tharman Paul A. Electromechanical choke system for an internal combustion engine
US6752110B2 (en) 2002-09-20 2004-06-22 Briggs & Stratton Corporation Electromechanical choke system for an internal combustion engine
US20040089259A1 (en) * 2002-11-07 2004-05-13 Tharman Paul A. Electromagnetic choke system for an internal combustion engine
US6830023B2 (en) 2002-11-07 2004-12-14 Briggs & Stratton Corporation Electromagnetic choke system for an internal combustion engine

Also Published As

Publication number Publication date
FR1596001A (hu) 1970-06-15
SE350303B (hu) 1972-10-23
DE1954904A1 (de) 1970-06-18
GB1262700A (en) 1972-02-02
BR6914568D0 (pt) 1973-06-26

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