US3608872A - Engine fuel supply having separate air and fuel mixing bores - Google Patents

Engine fuel supply having separate air and fuel mixing bores Download PDF

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Publication number
US3608872A
US3608872A US840617A US3608872DA US3608872A US 3608872 A US3608872 A US 3608872A US 840617 A US840617 A US 840617A US 3608872D A US3608872D A US 3608872DA US 3608872 A US3608872 A US 3608872A
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US
United States
Prior art keywords
fuel
air
bore
engine
injection nozzle
Prior art date
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Expired - Lifetime
Application number
US840617A
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English (en)
Inventor
Junzo Uozumi
Toshikazu Suzuki
Kaneo Kuno
Kazuo Kikuchi
Junki Iwata
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.)
Aisan Industry Co Ltd
Carter Automotive Co Inc
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Aisan Industry Co Ltd
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Publication date
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Publication of US3608872A publication Critical patent/US3608872A/en
Assigned to CARTER AUTOMOTIVE CORPORATION, INC., 9666 OLIVE BOULEVARD, ST. LOUIS, MISSOURI 63132, A CORP. OF DE. reassignment CARTER AUTOMOTIVE CORPORATION, INC., 9666 OLIVE BOULEVARD, ST. LOUIS, MISSOURI 63132, A CORP. OF DE. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: ACF INDUSTRIES, INCORPORATED
Assigned to CARTER AUTOMOTIVE COMPANY, INC. reassignment CARTER AUTOMOTIVE COMPANY, INC. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: ACF INDUSTRIES, INCORPORATED
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15C—FLUID-CIRCUIT ELEMENTS PREDOMINANTLY USED FOR COMPUTING OR CONTROL PURPOSES
    • F15C1/00—Circuit elements having no moving parts
    • F15C1/002—Circuit elements having no moving parts for controlling engines, turbines, compressors (starting, speed regulation, temperature control or the like)
    • 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
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/10—Other installations, without moving parts, for influencing fuel/air ratio, e.g. electrical means
    • F02M7/106—Fluid amplifier as a device for influencing the fuel-air mixture
    • 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
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/12—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/69—Fluid amplifiers in carburetors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/206—Flow affected by fluid contact, energy field or coanda effect [e.g., pure fluid device or system]
    • Y10T137/2076—Utilizing diverse fluids
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/206—Flow affected by fluid contact, energy field or coanda effect [e.g., pure fluid device or system]
    • Y10T137/212—System comprising plural fluidic devices or stages
    • Y10T137/2125—Plural power inputs [e.g., parallel inputs]
    • Y10T137/2142—With variable or selectable source of control-input signal
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/206—Flow affected by fluid contact, energy field or coanda effect [e.g., pure fluid device or system]
    • Y10T137/212—System comprising plural fluidic devices or stages
    • Y10T137/2125—Plural power inputs [e.g., parallel inputs]
    • Y10T137/2147—To cascaded plural devices

Definitions

  • a fuel supply system for an internal combustion engine said system having a performance equal to that of a two-stage carburetor over a wide range of operation from small to large fuel requirements.
  • the system has a first bore for regulating the inflow of air and a second parallel bore for mixing fuel with air.
  • a throttle valve is provided in each bore and one of the throttle valves is connected to a fuel metering device. Metered fuel is injected into the fuel mixing bore at a Venturi that has a diameter considerably less than the diameter of the air inflow bore.
  • the fuel injection system controls fuel quantity by air jet pressure.
  • the fuel metering device comprises pure fluid amplifiers which are controlled by pressure within the fuel and air mixing bore.
  • Carburetors heretofore known employ a single bore with means for injecting fuel into the bore upstream of a throttle valve.
  • the bore downstream of the throttle valve is heated by the exhaust manifold of the engine to promote vaporization of fuel and to improve distribution of the fuel to each gas cylinder. Since a considerably volume of air must be heated in order to heat the fuel injected therein, the volume efficiency of this system is quite low.
  • An object of the present invention is to provide a fuel supply system having increased efficiency.
  • An object of the present invention is to provide a fuel supply system having a first bore for controlling the amount of air inflow and a second bore for mixing fuel and air, whereby the volume of air which must be heated to vaporize the field is considerably reduced.
  • An object of the invention is to provide a fuel supply system for an internal combustion engine, said system having first and second bores, a throttle valve in each of said bores, and fuelmetering means for injecting fuel into one of said bores upstream of the throttle valve therein.
  • the fuel-metering means comprises a needle valve linked to one of the throttles.
  • the fuel-metering means comprises pure fluid amplifiers responsive to pressures within one of the bores for controlling the flow of fuel to said one bore.
  • a further object of the invention is to provide a fuel supply system having an air bore for regulating the inflow of air, a fuel bore for mixing fuel with air, a fuel pump, an air pump, means connected to the fuel pump for injecting fuel into the fuel bore, means connected to said air pump for injecting air into the fuel bore and against the fuel injected therein, and means for varying the rate at which the air or the fuel is injected into the fuel bore.
  • FIG. 1 is a longitudinal section of one of the invented carburetors
  • FIG. 2 is a schematic representation of the fuel jet device of this invention
  • FIG. 3(A) and (B) are longitudinal sections of the nozzle part of the device shown in FIG. 2;
  • FIG. 4 is a pipe arrangement of the invented carburetor with fluid amplifying elements.
  • (1) is the carburetor itself; (2) is the air system bore; (3) is the fuel systernbore; (4) is the main nozzle, (the fuel injection outlet) which opens at the Venturi (5); (6) is a float chamber; (7) is a float; (8) is a valve operated by the float to shut off or open the inlet (9) of the fuel; (10) is a metering jet; (II) is a metering needle for controlling the fuel flow from the main nozzle (4); (12) is an O-ring; (13) is a lever; (14) is a link; (15) is a throttle valve of the air system bore; (16) is a lever, one terminal of which is fixed on the rotating axle of the throttle valve (15) and the other terminal is connected to the lever (13) through the link (14).
  • the throttle valve (15) willoperate in relation to the metering needle (II).
  • (17) is a choke valve; (18) is an air vent; (19) is an adjusting screw for controlling the airflow during the engine idling. Instead of the screw as shown in the Figure, a pistonlike valve or a plate valve can also be used.
  • the throttle valve (15) of the air system bore is closed, but the quantity of fuel flow is determined by adjusting the metering jet (I0) or the metering needle (Ill). (20) is the throttle valve of the fuel system bore and is interlocked with the throttle valve of the air system bore mentioned above.
  • the throttle valve (I5) of the air system is completely closed and the throttle valve (20) of the fuel system is slightly opened to determine the quantity of air flow during the engine idling.
  • the adjusting screw (I9) is not needed.
  • the size of the Venturi of the fuel system bore is slightly larger than that needed to maintain an adequate supply of fuel for the idling operation of the engine.
  • the cross section of the Venturi has to be carefully determined so so that the liquid fuel can be converted to a fine mist.
  • Our experimental results show that a 4-6 mm. Venturi system is suitable for an engine with l,000 to 2,000 cc. cylinders.
  • the metering needle (11) and the throttle valve (15) of the air system are interlocked, but the metering needle can also be interlocked with the throttle valve (20) of the fuel system.
  • the metering needle (11) is interlocked with at least one of the valves so that metering the required minimum fuel supply becomes possible.
  • the fuel injection device shown in FIG. 2 is cheaper and longer lasting than the conventional injection-type fuel supply device and is equipped with the invented air and fuel system bores; (21) is an air intake manifold; (22) is an exhaust manifold; (23) is a fuel tank; (24) is a fuel pump driven by the engine; (25) is a diaphragm valve operated by the suction pressure of the engine. During the full power output of the engine, its suction pressure is decreased and the diaphragm is opened. However, during the partial power output of the engine, the valve tends to close. In this way, the fuel supply is controlled. The fuel drawn out of the diaphragm valve (25) is supplied to the fuel injection nozzle (26) which opens into a fuel system bore (3).
  • the air delivered by the air pump (28) is sprayed out from the nozzle (27), which opens at the opposite side of the nozzle (26), at a pressure slightly greater than the intake pressure.
  • the kinetic energies of the fuel and the air sprayed out from their respective nozzles will collide, and the kinetic energy differential between the two is controlled by the air pressure P
  • I is greater than a certain value
  • the injection of fuel will be stopped.
  • the quantity of the fuel injected will increase as P a is decreased.
  • I, is zero the quantity of fuel injected will become maximum.
  • a. fine mist of fuel can be obtained when the quantity of fuel is small or the quantity of air is large.
  • the quantity of air required can be varied also by a proper selection of the distance (d) between the two nozzles.
  • the controlling method described in FIG. 3(B) can also be employed.
  • (a) represents air and (1) represents fuel.
  • the air delivered from the air pump (28) is passed through a surge tank 29 for compensating the pulsation of pressure, the controlling valve (30), and the air-adjusting valve (31) for fuel control, and then sprayed out of the aforementioned nozzle (27).
  • the quantity of fuel flow is controlled in the way mentioned above.
  • the controlling valve (30) is a needle valve which in interlocked in such a way that its throt tling will change with the number of revolutions of the engine. When the number of revolutions is large, the needle valve is opened and the quantity of airflow tends to be throttled.
  • the air-adjusting valve (31) is a diaphragm valve equipped with a operated by the suction vacuum of the engine.
  • FIG. 4 shows the use of a long lasting fluid-amplifying element containing no mechanically movable parts for the fuel supply to the fuel system bore (3).
  • the fuel in the fuel tank (23) is delivered to the supply ports of the fluid-amplifying elements (100) and (200) by the use of the fuel pump (24).
  • the fluid-amplifying elements (100), (200) and (300) are equipped with power output outlets (P and (P (P and (P,,), and (P and (P respectively, and also with control circuit terminals (C and (C (C and (C and (C,,), respectively.
  • control circuit terminals (C (C,,) and (C are connected to the outlet (32), which opens at a part of the fuel system bore (3) and is used to take in the negative pressure used as a control signal. Therefore, each fluid-amplifying element is controlled by the intake vacuum of the fuel system bore.
  • One side of the control circuit terminals (C of the fluid-amplifying element (300) is connected to the circuit switch (33).
  • the circuit switch is interlocked with the throttle valve During the period of full power output in which the throttle valve (20) is opened wide, the circuit switch is opened to connect the control circuit terminals (C to atmospheric air, and the fluid-amplifying element (300) is now in a controllable state by the signal vacuum placed on the other side of the control circuit terminals (C).
  • the fuel pump (24) shown in FIG. 4 starts to operate, and most of the fuel delivered to the fluid-amplifying element (100) is returned to the fuel tank (23) from the power output outlet (P During the idling operation, since the vacuum at the vacuum outlet (32) is very small, the control signal placed on the fluid-amplifying element (100) is also small.
  • part of the fuel will be shifted from the power output outlet (P of the fluid-amplifying element (200) to the power output outlet (P as the intake vacuum increases and the fuel is then delivered to the bore (3) from the partial power output nozzle (35).
  • the fuel output from the power output outlet (P is transferred to the supply port of the other fluid-amplifying element (300) and is returned to the fuel tank (23) via its power output outlet (P
  • the circuit switch will be opened as mentioned before to start the operation of the fluid-amplifying element (300) and the fuel is shifted from the power output outlet (P to (P
  • the fuel is now also supplied through the full power output nozzle (36).
  • the output fuel from each of the three fluid-amplifying elements (100), (200), and (300) is delivered to the engine successively and additively as the engine load is increased.
  • a proper fuel supply can be maintained throughout the wide range of engine operation including the idling operation in which the fuel flow is small, and the full power operation in which maximum fuel flow is required. Since all of the fluid elements used share parts of the fuel supply to the engine, the accuracy of each fluid element does not have to be high to satisfy the required capacity. Therefore, a fuel system using the said fluid elements is cheap and will last longer.
  • the fuel system bore invented can be heated alone, the volume efficiency of fuel is improved and an increase in the power output of the engine can be expected.
  • the improvement of power output and decrease in the quantity of incompletely burned gas can also be expected by promoting the fuel vaporization to improve the distributionof fuel to each cylinder.
  • the improvement of power output can also be expected by decreasing the carburetor resistance because the size of the air system borecan be increased.
  • the engine can reduce fuel consumption and effectively prevent air pollution.
  • the engine can be operated with a gas mixture leaner than that provided by the conventional carburetor during alight engine load.
  • the fluid-amplifying element used in this invention can turn on mechanically movable part, the devices invented are long lasting and can be put to practical use as a device for controlling a wide range of fuel flow.
  • a first bore for regulating the inflow of air, said first bore forming a first airflow path along which operation of said internal combustion engine causes an airflow;
  • a second bore for mixing fuel with air said second bore forming a second airflow path along which operation of said internal combustion engine causes an airflow said first and second bores merging into a single third bore at a merge zone located at downstream ends of said first and second bores;
  • a throttle means in at least one of said bores
  • exit openings being aligned whereby air and fuel exiting from said openings collide in said second airflow path of said second bore;
  • means responsive to said air pump for supplying air to said air injection nozzle including an air pressure-regulating means for regulating the pressure at which said air is supplied to said air injection nozzle and thereby regulating the fuel flowing from said injection nozzle exit opening.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Theoretical Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
US840617A 1968-07-18 1969-07-10 Engine fuel supply having separate air and fuel mixing bores Expired - Lifetime US3608872A (en)

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JP43050687A JPS4928285B1 (de) 1968-07-18 1968-07-18

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2458666A1 (de) * 1974-12-11 1976-06-24 Oskolas Andras Kovacs Verbrennungskraftmaschine
US4886034A (en) * 1989-03-30 1989-12-12 Gas Research Institute Internal combustion engine control system

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB189618280A (en) * 1896-08-18 1897-06-19 Frederick William Follows Improvements in or connected with Lawn Mowers.
US1974585A (en) * 1932-02-01 1934-09-25 Bendix Aviat Corp Carburetor
US2223381A (en) * 1937-02-17 1940-12-03 Frank C Mock Carburetor
US2430693A (en) * 1945-05-09 1947-11-11 George M Holley Hot-spot manifold
US2638330A (en) * 1949-09-13 1953-05-12 Morgenroth Henri Carburetor
US2751425A (en) * 1951-02-01 1956-06-19 Exxon Research Engineering Co Method and apparatus for mixing and contacting fluids
US2789801A (en) * 1954-09-09 1957-04-23 Eugene J Durbin Load compensating carburetor
US2976024A (en) * 1954-10-06 1961-03-21 Pure Oil Co Apparatus for preparing colloidal dispersions
US3187732A (en) * 1963-08-14 1965-06-08 Peter A Orner Fuel metering apparatus
US3282573A (en) * 1963-09-05 1966-11-01 Harold E Phelps Fuel feeding system
US3389894A (en) * 1965-10-11 1968-06-25 Alan M Binder Fuel induction device
US3406951A (en) * 1965-09-16 1968-10-22 Gen Motors Corp Fluid amplifier arrangement and fuel system incorporating same

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB189618280A (en) * 1896-08-18 1897-06-19 Frederick William Follows Improvements in or connected with Lawn Mowers.
US1974585A (en) * 1932-02-01 1934-09-25 Bendix Aviat Corp Carburetor
US2223381A (en) * 1937-02-17 1940-12-03 Frank C Mock Carburetor
US2430693A (en) * 1945-05-09 1947-11-11 George M Holley Hot-spot manifold
US2638330A (en) * 1949-09-13 1953-05-12 Morgenroth Henri Carburetor
US2751425A (en) * 1951-02-01 1956-06-19 Exxon Research Engineering Co Method and apparatus for mixing and contacting fluids
US2789801A (en) * 1954-09-09 1957-04-23 Eugene J Durbin Load compensating carburetor
US2976024A (en) * 1954-10-06 1961-03-21 Pure Oil Co Apparatus for preparing colloidal dispersions
US3187732A (en) * 1963-08-14 1965-06-08 Peter A Orner Fuel metering apparatus
US3282573A (en) * 1963-09-05 1966-11-01 Harold E Phelps Fuel feeding system
US3406951A (en) * 1965-09-16 1968-10-22 Gen Motors Corp Fluid amplifier arrangement and fuel system incorporating same
US3389894A (en) * 1965-10-11 1968-06-25 Alan M Binder Fuel induction device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2458666A1 (de) * 1974-12-11 1976-06-24 Oskolas Andras Kovacs Verbrennungskraftmaschine
US4886034A (en) * 1989-03-30 1989-12-12 Gas Research Institute Internal combustion engine control system

Also Published As

Publication number Publication date
JPS4928285B1 (de) 1974-07-25

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AS Assignment

Owner name: CARTER AUTOMOTIVE CORPORATION, INC., 9666 OLIVE BO

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:ACF INDUSTRIES, INCORPORATED;REEL/FRAME:004491/0867

Effective date: 19851212

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Owner name: CARTER AUTOMOTIVE COMPANY, INC., MISSOURI

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:ACF INDUSTRIES, INCORPORATED;REEL/FRAME:004715/0162

Effective date: 19870410

Owner name: CARTER AUTOMOTIVE COMPANY, INC., 9666 OLIVE BOULEV

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:ACF INDUSTRIES, INCORPORATED;REEL/FRAME:004715/0162

Effective date: 19870410