US3814067A - Internal combustion engine combustion chamber design and air/fuel mixture supply means - Google Patents

Internal combustion engine combustion chamber design and air/fuel mixture supply means Download PDF

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Publication number
US3814067A
US3814067A US00221949A US22194972A US3814067A US 3814067 A US3814067 A US 3814067A US 00221949 A US00221949 A US 00221949A US 22194972 A US22194972 A US 22194972A US 3814067 A US3814067 A US 3814067A
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United States
Prior art keywords
air
chamber
principal
precombustion chamber
fuel
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US00221949A
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English (en)
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De La Fuente M Guadalajara
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GUADALAJARA de la FUENTE
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GUADALAJARA de la FUENTE
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Publication date
Priority claimed from ES388072A external-priority patent/ES388072A1/es
Priority claimed from ES399152A external-priority patent/ES399152A2/es
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Priority to US425644A priority Critical patent/US3915127A/en
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    • 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
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1004—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/109—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with injection of a fuel-air mixture into the pre-combustion chamber by means of a pump, e.g. two-cycle engines
    • 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
    • F02B2275/14—Direct injection into combustion chamber
    • 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

Definitions

  • the stated air/fuel ratio must necessarily be on the order of 5 to 8 times above the stoichiometric or chemically appropriate ratio (a factor coinciding with excess air coefficient) employed in quantitative control. That is. at minimum speed only a fraction of the total of compressed air participate in combustion or. similarly. it can burn mixtures extremely poor in fuel as is the case in Dr. Rudolf Diesel's reduced load fuel cyclc.
  • This invention resolves both drawbacks. since one only special effect dual carburetor feeds the chamber and precombustion chamber. In the latter a close airlfucl mixture takes place. precisely due to its revolving type torus provided with an aerodynamic nozzle section. there being located in the torus and nozzle axle a hollow truncated cone deflector with concave generators to produce dual fluid circulation and practically perfect mixture in the precombustion chamber.
  • FIG. I is a section of a single cylinder engine commencing its intake phase. according to the invention.
  • FIG. 2 Section similar to that in the preceding section. with the piston in position approaching end of intake phase.
  • FIG. 3 Section similar to the preceding ones with the piston in the position it occupies in the upward cornpression stroke near end of this phase.
  • FIG. 4. Section similar to that in the foregoing figures showing engine at moment at which ignition of fuel mixture is initiated.
  • FIGS. I to 4 are taken from plan C-D in FIG. I0.
  • FIG. 5 Longitudinal section of the device for feeding the mixture having an engine according to the invention. This will act in combination with the carburetor and is shown in a position corresponding to intake phase in FIG. I.
  • FIG. 6 Feeder section in FIG. 5 with non-sectioned elevation of internal parts in the combined position they will assume in the phase shown in FIG. 2.
  • FIG. 7 Longitudinal section view of the device in FIGS. 5 and 6 during operational phase shown in FIG. I
  • FIG. 8 Feeder in sections 5. 6 and 7. operating during cycle shown in FIG. 4.
  • FIG. 9 Lower plan of cylinder head at stage corrcsponding to intake phase shown in FIG. I (according to A-B. FIG. 2).
  • FIG. I0 Cylinder head also in plan view according to operational phase in FIG. 2. This FIG. I0 shows section to which FIGS; I to 4 correspond.
  • FIG. II Plan of cylinder head at moment of compression shown in FIG. 3.
  • FIG. I2. View similar to that in FIGS. 9. I0 and II. in which the cylinder head is shown at moment at which combustion phase begins.
  • FIG. I3. Represents a stage analogous to that of combustion shown in FIG. 3 illustrating on an enlarged scale the arrangement of the more characteristic features of the ignition system. Specifically. this involves the precombustion chamber and its preferred manner of execution.
  • FIG. I4 Corresponding view when sectioning cylinder head according to plans E-F in the preceding figure.
  • FIG. I5. Schematic elevation view of the deflector.
  • FIG. I6 schematically shows a plan view of the deflector.
  • FIG. I7 Elevation taken from sectioned G-H plan in FIG. 18 corresponding to the carburetor which will distribute the fuel to the principal and precombustion chambers in a synchronized manner.
  • FIG. l8 Plan view of carburetor.
  • FIG. 20 Longitudinal section of construction of mixture sprayer for compression precombustion chamber in each cylinder.
  • FIG. 2 Partial section of intake collector for principal compression chambers in the various cylinders on which the carburetor will be placed. Shown in this section are means for heating the fuel mixture prior to passing to the various cylinders; for example. for use during cold weather or when starting the engine.
  • the comprcsion chamber is subdivided into two parts.
  • Precombustion chamber -2- which is its principal part.
  • nozzle -3- deflector A spray -5- and spark plug .(y.
  • Precombustion chamber -2- has a volume such that its percentage respecting principal chamber -lrepresents a fraction thereof with power development equi alent to low engine speed or minimum load. e.g.. sulTicicnt to overcome mechanical friction.
  • the stated precombustion chamber -2- is cleansed of the gases from previous combustion by spraying air/fucl mixture rich in the latter.
  • pressure injected by feeder -7- during exhaust or intake cycle having a flow approximately equi alent to the volume of precombustion chamber -2-.
  • a sprayer -5- has a spherical retention valve -9- joined to a shaft -l0- on the rear control nut -l lof which a spring -l2- pushes in the direction of closing the valve.
  • piston -13 has a salient -l4- shaped like an inclined plane which enters adapting to the principal chamber 4- when piston -l3- occupies top dead center. This shape is for the purpose of maintaining rotation of two counterturning whirlwinds in both lobes -l5- even after piston 43- partially descends.
  • Carburetor -l6- feeds two devices for mixture control which will be independent but synchronized to each other. depending on desired engine speed.
  • the former feeds the principal engine intake lacking the stated choke valve. and the latter supplies feeder -7- through conduit -l7-.
  • the devices are synchronized in such a way that when the principal carburetor tends to enrich the mixture (increased speed).
  • the auxiliary carburetor device governing the feeder automatically weakens same and vice versa. as will be explained later. Construction and operation of the carburetor will be explained in detail below.
  • feeder -7- As regards feeder -7-. this has a cylinder 48- closed at one end and inside of which there is a piston -19- having one or more segments -20- to seal same. and a driving spring -2l-.
  • Piston 49 is displaced by driving rod 22- which in turn connects to control beam J ⁇ of intake valves 44- or exhaust -24'- or any of the other drive mechanisms.
  • Cylinder -l8- of feeder -7- ha two vents. one -25- for intake. and another -26- for exhaust.
  • the former opens in its entirety when piston -l9- occupies top dead center; the latter. when piston -l9- almost reaches midstroke remains open until its lower dead center and even when the piston again ascends to its former symmetric position.
  • piston -t9- is always at top dead center. 46- being closed and -25- open.
  • the most appropriate shape for the precombustion chamber is that of a revolution torus originated by a circle which turns on an axis in the plane thereof and situated at a distance approximately equal to one half of its radius.
  • Nozzle as a constituent part of precombustion chamber -2- is located at the extreme of the stated axis which is common to both At the entrance to precombustion chamber -2- and immediately behind nozzle -3- there is a deflector -4- shaped like an inverted cone occupying the same axis of symmetry as precombustion chamber -2- and so situated that at time of compression (FIG. 3) intake of the mixture is diverted into two approximately equal flows one passes concentrically between the deflector and the wall. brushing the entire precombustion chamber.
  • FIGS. 5 to 8 and 9 to 12 represent. respectively. what transpires in the feeder and cylinder head at time of the corresponding stage.
  • FIG. I shows the engine at intake. when lever -27- in mid-course acts on intake control beam 43-: intake valve -24- and feeder -7- are in similar position by means of rod 42-.
  • piston 49- is in compression and injection position because exhaust vent -26- commences to open.
  • the compreaed mixture passes to the sprayer and once at the extreme of the nozzle -8- pushes the automatic retention valve -9- where the mixture is atomized and distributed to the inside of the precombustion chamber -2-. cleansing previous combustion gases.
  • spring 41- is 49 at which rests on the upper end of the piston.
  • lever -27- is already at maximum and piston -l9- of feeder -7- at its lower dead center (FIG. 6) where it has just injected the remaining mixture and prepares to ascend and close valve- 9- by the depression formed.
  • FIG. 3 shows the engine at time of compression as it finalires; lever -27- is displaced. intake valve -24- is closed. and piston -l)- of feeder -7- at top dead center (FIG. 7). rests on hood -28-.
  • FIG. (I shows piston -l9- of feeder -7- in the same position as the previous stage. with safety vent -26- closed.
  • Passage from variability of low engine speed to maximum load is effected by enrichment of principal engine intake by carburetor 46'.
  • air intake into the precomhustion chamber through nozzle -3- is no longer air only. but is progressively enriched in fuel to a maximum which can be equal to stiochiometric ratio. this point coinciding with quantitative control.
  • this progressive fuel enrichment of air intake is synchronized by continuous weakening in fuel mixture governed by an auxiliary device from carburetor -l6- to the feeder. in order to achieve in the precombustion chamber and at all times during control. a mixture resulting from maximum combustibility.
  • carburetor -l6- and its auxiliary devices will be explained below.
  • piston -l9- descends. the compression stroke begins. and at mid-stroke. exhaust vent -26- contacts. giving rise to a sudden release of the mixture which. passing through the pertinent conduit. reaches sprayer -5- where it opens the automatic retention valve 9- and is immediately sprayed by the interior nozzle -8- to the precombustion chamber. in turn sweeping away pre ⁇ tously burned gases. until the piston completes its stroke at lower dead center (FIG. 6).
  • Carburetor -I6- has float chamber 48- in which as is customary. there is a float 47- governing valve -60 for blocking the fuel reaching said tank through conduit -61- located on cover 46- of the tank. As is known. when the liquid inside tank 48- reaches a certain level. inlet -61- is sealed. Attached to said tank there is the economizer which will control amount of fuel to reach the diffusers through a main noule. The mixture is at omized by means of graded arrangement of a group fonned preferably by three diffusers referenced -$2-. -SI- and 60-. in order ot performance.
  • diffusers treat the fuel from the time same reaches the first diffuser -52- which distributes it through its crown -$3-. sending the fuel peripherally and thus effecting the first atomiration. since it mixe with atmospheric air from the outside as indicated by the arrow in FIG. 17. this effect being completed upon passage through the other two diffusers -land -50- from where the air/fuel mixture travels through collector -68- (FIG. Zl) toward the principal chamber in the various cylinders.
  • body -32- is axially crossed at its lower li'aif'tiy ifneedie -38- the conical or pointed end -38A- of which plays in the calibrated jet -45- screwed to the bottom of the tank. to which jet the fuel arrives from tank 48- by canal 49-.
  • the fuel which extreme of said needle -38A- allows through will go to the tank through passages formed between 44- and 45- in a radial direction. as long as said parts 44- and -85- are'peripherally separated from the interior walls of the tank.
  • the body 42- which is hollow in its upper half. receives a valve composed of a cylinder -34 which after an annular slot is continued as an inverted truncated eone referenced -$4A- through which there is varied the passage of air indirectly controlling. when the depression varies. the quality of the mixture for the feeder of the auxiliary chamber. that is to say. secondary car buration.
  • This is also due to the fact that atmospheric air absorbed by a depression sound -54- the extreme of which is situated between diffusors -50- and -$lheight being controllable. exits at a vent -36- facing body -34- or. rather. to the neck defined by part -34A-. constituting the device in inactive position.
  • needle -38- is affixed to valve -34- and axial thereto. so that vertical movements of this valve are necessarily accompanied by said needle 48-.
  • a cable -29- has been provided encased in -30- which. crossing a stopper -3lscrewed to the opening of body -32-. the extreme of said cable -29- is held in place by a screw or any other similar part capable of holding the cable.
  • an expansion spring -33- which endeavors to keep valve -34- and. inconsequence. needle -38- permanently downward. as shown in FIG. [7.
  • FIG. [7.
  • tube 40- bends at the top. opening out on a passage which has its opening in an air jet -55- exposed to the effects of dynamic pressure of the air current.
  • Said means for feeding to the secondary carburation are constituted starting from the sound -54- proper which transmits the air it absorbs toward filter 69- accessible through cover -58-. where said air. passing through valve -3-& regulating the depression by reason of its position. Passes -36- (see FIG. 18) toward the passage which later is divided into conduits -64. On this course the air encounters small tube -63- from which it suctions fuel.
  • the depression sound -54- synchronizes quality of the mixture and engine speed naturally in combination with valve -34 e.g.. richness of the mixture is automatically selected.
  • rate of main fuel will decrease and with it there will be an increase in the level of the economizer tank. thus originating a richer mixture in the principal carburation. This increases engine turning torque.
  • ignition advance is less in all engine speeds with a maximum of 10 due in part to real constant compression pressure and on the other to a speedier ignition due to sudden turbulence occasioned by the gases in combustion at supersonic speeds proceeding from the ignition.
  • the lower ignition advance originates a shorter negative idling time for pressures which detracts from effective operation;
  • the sprayer may be situated at other points and the feeder can be replaced by a system for airless fuel injection. although this would entail poorer performance and higher cost.
  • the auxiliary carburetor device and feeder may be replaced by any airless fuel injection system. maintaining the amount of same to be injected synchronized in every case to the principal carburetor. e.g.. fulfilling the same conditions in the auxiliary carburetor system.
  • the principal carburetor may likewise be replaced by any of the direct injection systems into the principal or indirect injection into the intake collector of the engine.
  • the new qualitative control system for ignition and firing is applicable to all four-cycle and two-cycle internal combustion engines. and to all variations of socalled rotary engines.
  • An internal combustion engine combustion chamber and air/fuel mixture supply means comprising:
  • a convergent-divergent nozzle interconnecting said principal and precombustion chambers and located on said axis;
  • a hollow deflector supported in said precombustion chamber on said axis having the shape of a truncated cone with concave generatrix'.
  • a spray means for spraying said supply of air/fuel mixture for said precombustion chamber into said precombustion chamber on said axis;
  • a feeder means for controlling supply of said precombustion chambers air/fuel mixture. to said spray means;
  • an ignition plug extending into said precombustion chamber for igniting air/fuel mixture in said precombustion chamber.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US00221949A 1971-02-08 1972-01-31 Internal combustion engine combustion chamber design and air/fuel mixture supply means Expired - Lifetime US3814067A (en)

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Application Number Priority Date Filing Date Title
US425644A US3915127A (en) 1971-02-08 1973-12-17 Combined carburetor and feeder means for an internal combustine engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES388072A ES388072A1 (es) 1971-02-08 1971-02-08 Sistema de encendido a inflamador para regulacion cualita- tiva de la marcha en los motores de explosion.
ES399152A ES399152A2 (es) 1972-01-24 1972-01-24 Sistema de encendido a inflamador para regulacion cualita- tiva de la marcha en los motores de explosion.

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CA (1) CA955482A (US07714131-20100511-C00024.png)
DE (1) DE2205554C2 (US07714131-20100511-C00024.png)
FR (1) FR2126796A5 (US07714131-20100511-C00024.png)
GB (1) GB1375586A (US07714131-20100511-C00024.png)
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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3915127A (en) * 1971-02-08 1975-10-28 Guadalajara De La Fuente Combined carburetor and feeder means for an internal combustine engine
US3923012A (en) * 1973-12-12 1975-12-02 Curtiss Wright Corp Stratified charge rotary engine with high and low pressure fuel supply
US4098248A (en) * 1974-12-13 1978-07-04 Todd William L Fuel regulator for a two-cycle gas engine
US4126106A (en) * 1977-09-06 1978-11-21 Southwest Research Institute Mixed cycle internal combustion engine
US4127095A (en) * 1976-04-22 1978-11-28 Nippon Soken, Inc. Torch-ignition internal combustion engine
US4127089A (en) * 1973-12-22 1978-11-28 Nissan Motor Company, Ltd. Internal combustion engine having main and auxiliary combustion chambers
US4182281A (en) * 1977-07-18 1980-01-08 Heintzelman Leo A Spark plug adapter and process
US4193379A (en) * 1976-07-31 1980-03-18 Motoren-Werke Mannheim Ag Compression-ignition internal combustion engine
US4215657A (en) * 1977-09-23 1980-08-05 Fiat Auto S.P.A. Combustion chamber of a diesel cycle internal combustion engine
US4242990A (en) * 1977-10-15 1981-01-06 Robert Bosch Gmbh Spark ignited internal combustion engine
US4347814A (en) * 1977-06-04 1982-09-07 Daimler-Benz Aktiengesellschaft Prechamber for an air-compressing injection internal combustion engine
US4942858A (en) * 1988-06-09 1990-07-24 Daimler-Benz Ag Cylinder head for air-compressing, self-ignition internal combustion engines
US5540207A (en) * 1993-04-10 1996-07-30 Hatz Motoren Camshaft drive
EP3434979B1 (en) * 2017-07-24 2021-06-23 Siec Badawcza Lukasiewicz-Instytut Lotnictwa Internal combustion engine comprising a combustion chamber and a fuel injector for injecting an over-enriched fuel and air mixture to the combustion chamber of the internal combustion engine
CN114151581A (zh) * 2021-11-29 2022-03-08 军事科学院系统工程研究院军需工程技术研究所 一种气动雾化柴油燃烧器用油气比例调节阀

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4182279A (en) * 1976-12-16 1980-01-08 Toyota Jidosha Kogyo Kabushiki Kaisha Combustion chamber of an internal combustion engine
DE3628034A1 (de) * 1986-08-19 1988-02-25 Gerhard Haubenwallner Verbrennungsmotor
JPH0460821U (US07714131-20100511-C00024.png) * 1990-10-04 1992-05-25

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US3406667A (en) * 1966-09-29 1968-10-22 Alvin W. Evans Ignition amplifying apparatus
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Publication number Priority date Publication date Assignee Title
US2113711A (en) * 1934-06-06 1938-04-12 Harry Ralph Ricardo Internal combustion engine of the liquid fuel injection of compression ignition type
US2306733A (en) * 1939-10-14 1942-12-29 Paul L Joslyn Internal combustion engine
US2758576A (en) * 1951-04-20 1956-08-14 Shell Dev Internal combustion engine with antechamber and method of operating same
US2914043A (en) * 1954-12-16 1959-11-24 Daimler Benz Ag Method and apparatus for operating fuel injection engines
US2853060A (en) * 1954-12-22 1958-09-23 Motoren Werke Mannheim Ag Compression ignition engines
US3092088A (en) * 1959-08-05 1963-06-04 Goossak Lev Abramovich Carburetor type internal combustion engine with prechamber
US3102521A (en) * 1960-12-20 1963-09-03 Fmc Corp Combustion apparatus for an internal combustion engine
US3283751A (en) * 1963-06-28 1966-11-08 Inst Khim Fysiki Internal combustion engine with jet ignition of a non-uniformly distributed working mixture from a precombustion chamber cut-off by the piston
US3439658A (en) * 1966-08-02 1969-04-22 Zenith Carburateur Soc Du Carburetting system
US3406667A (en) * 1966-09-29 1968-10-22 Alvin W. Evans Ignition amplifying apparatus
US3543736A (en) * 1967-11-18 1970-12-01 Toyoda Chuo Kenkyusho Kk Internal combustion engine with subcombustion chamber

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3915127A (en) * 1971-02-08 1975-10-28 Guadalajara De La Fuente Combined carburetor and feeder means for an internal combustine engine
US3923012A (en) * 1973-12-12 1975-12-02 Curtiss Wright Corp Stratified charge rotary engine with high and low pressure fuel supply
US4127089A (en) * 1973-12-22 1978-11-28 Nissan Motor Company, Ltd. Internal combustion engine having main and auxiliary combustion chambers
US4098248A (en) * 1974-12-13 1978-07-04 Todd William L Fuel regulator for a two-cycle gas engine
US4127095A (en) * 1976-04-22 1978-11-28 Nippon Soken, Inc. Torch-ignition internal combustion engine
US4193379A (en) * 1976-07-31 1980-03-18 Motoren-Werke Mannheim Ag Compression-ignition internal combustion engine
US4347814A (en) * 1977-06-04 1982-09-07 Daimler-Benz Aktiengesellschaft Prechamber for an air-compressing injection internal combustion engine
US4182281A (en) * 1977-07-18 1980-01-08 Heintzelman Leo A Spark plug adapter and process
US4126106A (en) * 1977-09-06 1978-11-21 Southwest Research Institute Mixed cycle internal combustion engine
US4215657A (en) * 1977-09-23 1980-08-05 Fiat Auto S.P.A. Combustion chamber of a diesel cycle internal combustion engine
US4242990A (en) * 1977-10-15 1981-01-06 Robert Bosch Gmbh Spark ignited internal combustion engine
US4942858A (en) * 1988-06-09 1990-07-24 Daimler-Benz Ag Cylinder head for air-compressing, self-ignition internal combustion engines
US5540207A (en) * 1993-04-10 1996-07-30 Hatz Motoren Camshaft drive
EP3434979B1 (en) * 2017-07-24 2021-06-23 Siec Badawcza Lukasiewicz-Instytut Lotnictwa Internal combustion engine comprising a combustion chamber and a fuel injector for injecting an over-enriched fuel and air mixture to the combustion chamber of the internal combustion engine
CN114151581A (zh) * 2021-11-29 2022-03-08 军事科学院系统工程研究院军需工程技术研究所 一种气动雾化柴油燃烧器用油气比例调节阀

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SE377484B (US07714131-20100511-C00024.png) 1975-07-07
CA955482A (en) 1974-10-01
DE2205554A1 (de) 1972-08-24
JPS56609B1 (US07714131-20100511-C00024.png) 1981-01-08
IT949715B (it) 1973-06-11
GB1375586A (US07714131-20100511-C00024.png) 1974-11-27
DE2205554C2 (de) 1982-10-07
FR2126796A5 (US07714131-20100511-C00024.png) 1972-10-06

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