Classifications

• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
  • G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
  • G01L23/24—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid specially adapted for measuring pressure in inlet or exhaust ducts of internal-combustion engines
• • 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
  • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
  • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
  • F02M23/08—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus
  • F02M23/09—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus using valves directly opened by low pressure
• • 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
  • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
  • F02M29/02—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having rotary parts, e.g. fan wheels
• • 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
  • F02M3/00—Idling devices for carburettors
  • F02M3/02—Preventing flow of idling fuel
  • F02M3/04—Preventing flow of idling fuel under conditions where engine is driven instead of driving, e.g. driven by vehicle running down hill
  • F02M3/045—Control of valves situated in the idling nozzle system, or the passage system, by electrical means or by a combination of electrical means with fluidic or mechanical means
• • 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
  • F02M7/11—Altering float-chamber pressure
• • 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
  • F02M7/18—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel-metering orifice
  • F02M7/20—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel-metering orifice operated automatically, e.g. dependent on altitude
• • 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 present invention relates to a device for correcting the carburetion of vehicle engines, acting by reducing or eliminating the fuel flow rate and / or by admitting additional air downstream of the throttle valve of the carburetor, by admitting exhaust gas, crankcase gases, or a mixture of these gases, during transient engine operating phases: accelerations, decelerations, and changes in vehicle transmission ratios.
• the device can be used as an antipollution device and fuel saver intended for vehicles in service, but the device is easily adaptable as original equipment on any new vehicle and it can also be used to improve the forctioning in phases transients of modern carburetors, or electronic carburetor systems.
• devices of this kind which currently exist to reduce the consumption and pollution of engines, do not fully take into account the significant corrections to be made on the carburetion during the transient operating phases of the engines where the instantaneous consumption becomes particularly significant; these transient phases occur during approximately 60% of the running time of vehicles in an urban environment, which allows the device to act usefully during 75 to 80% of this driving time.
• the correction actions are carried out in all the engine operating ranges, but only during the transient phases, for which the current carburetors do not have a correction system well suited to the case of vehicles traveling in urban or suburban areas.
• the device according to the invention is rational and its action does not cause any disturbance in the "map of the specific consumption of the engine" at stabilized speeds, optimized by the care of the vehicle manufacturer.
• the device according to the invention is mainly characterized by its control system for the correction member, which is actuated, not according to the value of the engine intake pressure, but according to the magnitude of the variations that this pressure undergoes over time.
• the basic device according to the invention is shown diagrammatically in FIG. 1.
• the first cantor 2 is directly connected to the intake pressure of the engine taken at the intake manifold 6.
• the second chamber 3, called the delay chamber, of large volute, is connected to the chamber 2 by a circuit of intercoimiunication 4 comprising a pressure release delaying system between chambers 2 and 3 in particular capillary nozzle or porous porcelain candle 5.
• the diaphragm 1 can actuate, via the control rod 7, a correcting member on the side of the bedroom 2, item 8,
• the two carburetion correction members 8 and 9 can each be, depending on the type of device that one wishes to make, constitute by at least:
• FIG. 6 A progressive air intake valve, or additional gas, whose inlet of this valve is connected to this air or gas, and the outlet to the intake manifold by means of piping; the valve is returned to its seat in the closed position by a spring or by a magnet.
• an air intake valve allowing the atmospheric pressure to be placed in communication with the idle system of the carburetor, in order to operate a partial or total cut of the idle jet flow during decelerations and possibly accelerations of the motor ; the arrival of atmospheric air in the idle channel of the carburetor is effected by an intake, at this channel, at the nozzle, or the idle richness adjustment needle screw.
• An example of this mode of action is given in FIG. 4, plate 1.
• the remote electrical transmission element constituting the control member of the device according to the invention may be, as the case may be: a simple electrical contactor for "all or nothing" corrections, or, for carburetion corrections according to laws of progressive action, a potentiometer, a variable reluctance transmitter, a Selsyn, Desyn transmitter, etc ...
• a simple electrical contactor for "all or nothing" corrections or, for carburetion corrections according to laws of progressive action
• a potentiometer a variable reluctance transmitter
• a Selsyn Desyn transmitter
• each correction carried out, or of the signal transmitted, by the correction member of the device, according to the invention is a function of the force transmitted by the diaphragm and this force as well as its duration of action, are directly a function of the importance of the accelerations or decelerations undergone by the engine and the vehicle, one has: Force transmitted by the menbrane where - dpa is the amplitude of the change in intake pressure during acceleration or / deceleration,
• - K is the coefficient of te ⁇ porisation of the device which especially depends on the volute of the chamber 3 and the passage section of the nozzle 5.
• - S is the useful surface of the membrane.
• plate 2 gives, by way of example, a variation curve of the intake pressure of the engine as a function of time, ⁇ ourfce 1, which is also practically existing in chamber 2, (curve 2 combined with curve 1). the variations of this pressure curves I and 2 generate corresponding variations of pressure in the chamber 3 shifted in time according to the value of the coefficient, K. These two curves highlight the pressure differences which exist in time between the chambers 2 and 3 and which generate the resulting forces in one direction or the other on the device correction device.
• the device is therefore well able to carry out actions for correcting the carburetion in transient phases proportional to the importance of the accelerations and decelerations of the engine and of the vehicle in question, and thereby possibly allowing the control of the maintenance in stabilized engine speed.
• the device according to the invention has the ability to be able to be adjusted to a standardized cycle representative of urban or suburban traffic for the country or the continent considered. For example, the ECE 15 cycle for Europe, the Federal cycle for the U.S.A., etc.
• the device that is the subject of the invention can therefore be timed for a large family of vehicles determined so as to optimize the actions of carburetion corrections necessary for the cycle most representative of the average urban or suburban traffic - ECE I5 cycle for example for the 'Europe -
• this time delay is approximately: - 6 to 7 seconds for decelerations, and 4 to 5 seconds for accelerations.
• This requirement is achieved by a double intercommunicatien circuit between the chambers 2 and 3 of the device then comforting 2 capillary nozzles, one of which is provided with a small non-return valve of very low inertia, which can be constituted by a flexible me ⁇ rbrane applying to one of the two faces of the nozzle.
• the communication between the cantors 2 and 3 is established by the two nozzles, while during deceleration, this communication is only carried out by the nozzle not fitted with the non-return valve.
• Figure 6 Plate 2 represents a carburetion corrector according to the invention acting by admission of additional air, or gas during accelerations and decelerations.
• Shaft 2 of the control system is connected in this case to a simple turbulence flange Fig.7 interposed between the carburetor and the engine intake manifold by means of a small flexible pipe.
• the nozzle 10 makes it possible to dampen the fluctuations in the intake pressure transmitted to the chamber 2 notably during the low engine speeds.
• the intercommunication systems 4 between the chamber 2 and the charrbre 3 is double and includes the capillary nozzle 5 and the capillary nozzle 11 provided with a non-return valve 12 so as to give a taiçorisation plias high in deceleration than in acceleration.
• the carburetion correction members 8, for decelerations, and 9 for accelerations each consist of a ball valve closed by a calibrated spring. In the case represented, it is the air which ensures the carburetion correction by depleting the air-gasoline mixture (dilution of the airessence mixture and drop of depression in the intake manifold which reduces the gasoline flow rate of the jets).
• the increase in the intake pressure causes the diaphragm to move to the side of the chamber 3 and the valve of the member 9 opens to allow the passage of filtered air to the flange at turbulence 6.
• the reduction in the intake pressure causes the diaphragm to move to the side of the chamber 2.
• the valve of the correction member 8 opens to let the additional air for correcting the air-fuel mixture pass.
• FIG. 9, plate 3 A second version of the device acting by admitting air or gas is represented by FIG. 9, plate 3.
• a single correction member with two valves is arranged on the side of the chamber 2 of the control system and the intercommunication or retarder circuit between the chamber 2 and the chamber 3 is formed through the control rod 11 and comprises only one capillary nozzle 5, but this circuit may also have been doubled rod previously.
• the control diaphragm 1 is constituted by a membrane of elastic material, molded or developing.
• valve 9 which is integral with it by compressing the small return spring 13.
• the valve 9 being open allows the correction air to pass through, chamber 6 in cha ⁇ bre 7, which communicates with the engine intake manifold by the special port, figure 10 installed on the manifold and which, in this case, replaces the turbulence flange.
• the diaphragm moves towards the chamber 3 and drives the control rod 11 and the valve 9 which, remaining applied to its seat, pushes and opens the acceleration valve 8 by compressing the spring 12.
• the room 17 of the air filtering chamber and the filter are replaced by the part shown in Figure 11 must the connector is connected to a circuit for re-suction of crankcase gases or exhaust gas.
• the nozzle 19 limits, depending on the vehicle model, the flow of air or gas for correcting carburetion.
• an electrical contactor system 14 controlled by the displacement of the valve control rod is put in place.
• This contactor system carries out the grounding of a circuit comprising indicator light 15, placed on the dashboard of the vehicle, when the device enters into operation from a certain threshold of acceleration or deceleration value.
• This indicator is intended to play the role of an indicator of the operation of the device and especially an indicator for assistance in the economical driving of vehicles.
• one of the electrical warning lights already existing on the vehicle can be used (for example, hand brake warning light).
• the contact 14 closes the circuit between the selected alarm contactor and the earth, which makes the installation of the signaling circuit of the device simple and immediate without compromising the original function of the alarm circuit concerned.
• FIG. 12, plate 4 represents a third version of the device whose various constituent elements are similar to those of the previous version (male identification numbers of the elements).
• the correction device with two valves, identical to the previous ones, is placed on the side of chamber 3 of the control system and the signaling system, more easily adjustable, controls only the significant accelerations which should be avoided for a economical driving.
• FIG. 13, plate 4 gives a final version of the device acting by admission of air, crankcase or exhaust gas, the production of which appears to be the most reliable and economical for vehicles in service. It differs from the second and third previous versions by the construction of the valves which do not have a seal.
• the acceleration valve operates in "all or nothing" without significant progressivity of the flow depending on its opening movement. It connects the air or gas flow from chamber 6 to chamber 7 through the peripheral holes (s) whose cross section and number are adapted to the type of vehicle on which the device is installed.
• the box forming the chambers 6 and 7 of the air or gas distribution member is preferably made of insulating plastic.
• the distribution unit is connected to the engine manifold fitted with a turbulence flange.
• Figure 7, or a special outlet, Figure 10 by means of two flexible pipes, one of large section leading to the tube A (suction) and the other of small section leading to the chamber 2; the tube B is used to connect, by means of a large section piping, the filtered air or gas circuit to the device.
• the device can be fitted with a simple pressure relief valve, between chambers 2 and 3, which limits 190 to 250mm / Hg - the maximum difference that can exist between chamber 3 and cantor 2.
• the devices represented by Figures 6, 9, 12 and 13 can be equipped with an electrical contactor intended to realize, by electro magnetic, cutting the flow of the carburetor idle jet in decelerations (total or partial flow cut).
• FIG 15, plate 5 gives a representation of the example of an electrical contactor placed in the cantor 7 of the device of Figure 13.
• Cn identifies in this representation, the cantors 6 and 7 of the air distribution member , or gas, already indicated in Figure 13.
• the adjustable contactor disc 1 ensures, in the neutral position, and in the acceleration position, the closing of the circuit by the fixed contact pads 2 and 3. (The contactor of the indicator light circuit 'Help with economic driving is not shown here).
• the disc 1 When the device enters the deceleration phase, the disc 1 is driven by the control rod of the device and the circuit is open. In this condition, the idle jet 4 installed on the carburetor (jet type solenoid damper and needle needle) is no longer supplied by the vehicle's on-board voltage and closes: the fuel flow is cut.
• the carburetor jet type solenoid damper and needle needle
• the installation of the "shutdown of the idle jet in deceleration" function on the device object of the invention requires the installation in the electrical circuit of the nozzle control of a relay.
• This contactor relay facilitates in particular the return to idle idle speed of the engine following a strong deceleration followed by braking of the vehicle, because, in this condition, the contactor disc of the Device does not have time to return to its closed circuit position.
• the electro-magnetic or electronic relay is inserted in a box 5 with the known electronic circuits for signal processing of opening of this relay, after about 1200 RPM of the engine.
• the relay box can include in particular:
• the relay or switching circuit ensuring the power supply to the idle jet for input frequencies between 0 and 40 Hertz / seconds (in the case of a 4-cylinder engine - between 0 and 1200 RPM). Above 1200 revolutions per minute of the engine (threshold set), the relay is open and the contactor inserted in the device according to the invention can only control the flow rate of the idle jet: flow rate guaranteed in stabilized speed of the engine and in acceleration and flow cut off during deceleration over all engine operating ranges. In this mixed version of the device, acting by admission of additional air or gas, and by cutting off the idle jet, the flow of air or gas in decelerations may be greatly reduced.
• the turbine and the mcbil ⁇ part of the ball bearing have a certain inertia in rotation, sufficient to absorb the fluctuations in the speed of the gas-air-gas stream, in order to limit the phenomenon of double suction of the gasoline at the level of the carburetor, and improve the distribution of the fuel mixture in the engine intake manifolds.
• the turbulence turbine flange 3 is also characterized by the causes the additional air or the gas, to correct the carburetion, to pass through this flange and the inter-ball spaces of the bearing to cool the latter and possibly grease it: case of the admission of air and casing gas.
• the different versions of the device according to the invention can be connected to the engine intake manifold without the use of turbulence flanges, by one or two normal fittings which may exist on this manifold, or fittings specially installed for the job. of the device. In the latter case, use may be made of three-way connectors, according to the invention, represented by FIGS. I0, I8 and I9.
• the channel I is directly connected to the correcting member of the device and the channel 2 is possibly used to transmit the vacuum to the servo-brake 3 of the vehicle by means of a check valve. return 4 allowing the maximum vacuum to be maintained as much as possible at the servo-brake during entry into operation of the device and in particular during decelerations.
• a vacuum tank 5 is placed between the valve 4 and the servo-brake 3.
• the third channel 6 consists of a dip tube penetrating into the intake manifold. This type of 3-way connection is provided for certain countries whose vehicle braking standards are less demanding than European standards.
• the valve 4 and the reservoir 5 can be arranged at other points of the line "connection 2 - servo-brake 3".
• the track I is connected to the device correction body via a valve 4 controlled by a solenoid 5 which cuts or restricts, the track I when the braking pressure switch 8 of the vehicle is closed: vehicle braking begins.
• This second type of 3-way connector is intended in particular for countries where vehicle braking standards must be fully applied. It can therefore be easily substituted for the servo-brake connection existing on vehicles in service, which allows immediate mounting of the device without dismantling the engine components: carburetor or intake manifold. It is also possible to use a 3-way connector to adapt in place of the crankcase gas rebreathing connector at the downstream level of the carburetor which is usually installed on the engine intake manifold. In this case, the track I is connected to the ⁇ orrecticn member, the track 2 is used to restore the original assembly of crankcase gas re-aspiration and the third track formed by the dip tube is connected to the cha ⁇ br ⁇ 2 of the device .
• the contactor relay 5, of FIG. 15, plate 5, necessary for the installation of the function "cutting off the idle jet in decelerations" of the device according to the invention can, optionally, be replaced by a single contactor relay, ferneture is ensured by the tensioning of the vehicle brake indicator circuit. In this way, the nozzle is supplied with voltage and flows normally as soon as the vehicle is slowed down by braking and the vehicle brake switch is closed.
• the device according to the invention can also be controlled by the static or dynamic pressure, which prevails upstream of the throttle valve of the carburetor in the case where it is mainly a question of making the planned corrections, to the normal operating system of the carburetor or at high vehicle speeds.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
• Supercharger (AREA)
• Rolling Contact Bearings (AREA)
• Engine Equipment That Uses Special Cycles (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (1)

Family

ID=9224250

Family Applications (1)

Country Status (4)

Cited By (1)

Families Citing this family (2)

Citations (16)

Family Cites Families (5)

• 1979
  • 1979-04-12 FR FR7909259A patent/FR2453981A1/fr active Granted
• 1980
  • 1980-04-14 DE DE8080900679T patent/DE3071498D1/de not_active Expired
  • 1980-04-14 DE DE8383200756T patent/DE3072192D1/de not_active Expired - Lifetime
  • 1980-04-14 WO PCT/FR1980/000058 patent/WO1980002179A1/fr not_active Ceased
  • 1980-04-14 EP EP83200756A patent/EP0105533B1/fr not_active Expired - Lifetime
  • 1980-10-23 EP EP80900679A patent/EP0026198B1/fr not_active Expired

Patent Citations (16)

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