WO1988006237A1 - Dispositif de carburation - Google Patents
Dispositif de carburation Download PDFInfo
- Publication number
- WO1988006237A1 WO1988006237A1 PCT/FR1988/000075 FR8800075W WO8806237A1 WO 1988006237 A1 WO1988006237 A1 WO 1988006237A1 FR 8800075 W FR8800075 W FR 8800075W WO 8806237 A1 WO8806237 A1 WO 8806237A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- venturi
- section
- fuel
- variable
- pressure
- Prior art date
Links
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
- F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
- F02M19/08—Venturis
- F02M19/086—Venturi suction bypass systems
-
- 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
- F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
- F02M9/10—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having valves, or like controls, of elastic-wall type for controlling the passage, or for varying cross-sectional area, of fuel-air mixing chambers or of the entry passage
- F02M9/106—Pneumatic or hydraulic control
Definitions
- the present invention relates to a fuel device allowing the improvement of the characteristics of internal combustion engines (power, consumption, torque, pollution).
- Document FR-A-7530041 discloses a double-body carburate comprising a variable section venturi.
- the venturi is formed by means of a variable nozzle controlled by a toric chamber.
- the diameter of the venturi is minimum when the toric chamber is under pressure.
- the pressure in the toroidal chamber decreases, the diameter of the venturi increases.
- This system has several drawbacks. First of all, as it is necessary to apply pressure to the toric chamber, and consequently to the elastic nozzle, it follows that the section of the venturi is not regular and has irregularities of shape which are not favorable to the flow of the fuel mixture. Eddies are thus created and the disturbed mixture arrives in bad conditions in the engine.
- the carburetor described in this document is a double-barrel carburetor.
- the invention as characterized in its claims, and in particular in claim 1, overcomes the drawbacks mentioned above and in particular those specific to the carbu ⁇ ration devices disclosed in the two documents mentioned above.
- the invention makes it possible to lower the rate of pollution, reduce fuel consumption and improve performance of the engine. This for two main reasons:
- the atomization of the fuel is improved in particular at low engine speed and low load.
- the air / fuel ratio control is more precise at all speeds and at all loads, including at idle and at full opening of the throttle valve.
- variable venturi carburetor largely eliminates this kind of problem, because the cross section of the venturi depends on the air required by the engine.
- the venturi is wide open and allows the passage of a sufficient volume of air to obtain maximum power.
- the air consumed hence the proportional closing of the venturi.
- the flow velocity of the air stream in the venturi is constant over the entire operating range of the motor.
- the physical preparation of the mixture is obtained thanks to the speed of the air stream in the carburetor, (independently of the engine speeds due to the variation of the venturi) from idle to maximum speed.
- the speed adopted for the air stream is 120 m / s, favorable for good spraying of the fuel and homogenization of the mixture, which results in ease of vaporization.
- the reduced consumption results from a precise metering of the fuel, due to the use of the metering device which allows a reserve of power, an appreciable increase in the torque from idle to maximum speed, very frank recoveries, and which also facilitates the cold starts and rapid activation of the vehicle (thanks to a cold start device explained below).
- the maximum running nozzle is actuated with the smallest section of the venturi, which gives a very rich mixture, favorable for cold starting and rapid warming up of the engine.
- Idling is of exceptional quality under load, thanks to the use of the metering device which delivers the precise quantity of fuel in relation to the quantity of air admitted, via the diffuser which is presented as a mini carburetor, of which the passage section is such that the speed of the gas stream is 120 m / s. Due to the constant speed in the venturi over the entire range of use, the petrol / air ratio can be 1/14 or any other for the use of catalytic converters.
- the carburetion device comprises on the one hand, identically to conventional carburetors, a constant level tank limiting the supply of petrol and a heating base (vaporization of the mixture) provided with an acceleration flap. On the other hand, it appears:
- D / A cold start device consisting of a pull tab which actuates a switch and slightly opens the throttle valve, a three-way solenoid valve which controls a vacuum reserve enabling the cylinder cited in line 9 to be controlled.
- variable elastic venturi introduced inside the carburetor body above the base, consists of a tube rigid cylindrical, removable, the cross section of which is determined for each cubic capacity. on which is fixed a fitting intended to receive a hose communicating the depression prevailing above the accelerator flap, or that artificially created by the tire-electronic system of which the description follows on page 10 line 10.
- a sleeve of elastic material with an inside diameter equal to the outside diameter of the central diffuser.
- the sleeve is stretched diametrically at its ends to acquire the diameter of the rigid tube, its middle always retaining the initial diameter.
- the shape thus obtained is that of a venturi which has the particularity of being able to vary in diameter if it is subjected to a vacuum through the connector.
- variable elastic venturi The role of the variable elastic venturi is to keep the speed of the gas stream constant.
- the metering device dispenses the quantity of carbura necessary to charge the engine.
- the reciprocating rectilinear movement of the needle is given by a servomotor (actuating a screw-nut system) controlled by the electronic unit which processes the information delivered by the lambda type probes (air coefficient equal to the ratio of the quantity of air admitted by the theoretical volume of air necessary to ensure complete combustion of the quantity of fuel dosed) to measure the quantity of oxygen in the exhaust gases, aneroid type for measuring the atmospheric and tubing pressures Finally, thermistor type intake to measure the engine temperature. For the control of the variable elastic venturi (fitted with the cylinder mentioned on page 3 line 35), the information is delivered by the ignition coil which gives the engine speed, therefore its air requirement.
- FIG. 1 shows an assembly diagram of the pneumatically controlled carburetor according to the invention.
- FIG. 2 shows the circuit diagram of the electronically managed carburetor according to the invention.
- FIG. 3 shows a diagram of the electronic management unit according to the invention.
- the device shown schematically in Figure 1 comprises a constant level tank (1), provided with an emulsion tube (2) supplying the fuel, through the spray hole (6), to the needle (3) of the device progressive metering consisting of a diaphragm cylinder (11), a guide piston (15) and a spring (16).
- This pipe has a cylindrical outer shape and takes on the inside a venturi shape. This shape is determined so that the gaseous vein flows there at the speed of 120 meters per second.
- the diffuser (12) has, at its upper end, a fuel metering device (100) comprising the spray hole 5 and the calibrated conical needle (3).
- the inner end (101) of the diffuser is introduced into an elastic venturi (4) which will now be described.
- the elastic venturi (4) is a var section venturi In the embodiment chosen and shown, it consists of 0 rigid tube (19) and an elastic sleeve (102) forming an elastically deformable wall. Originally, before assembly, the elastic sleeve has an inside diameter equal to the outside diameter of the diff-only (12). During this assembly, the sleeve is stretched diametrically so that each of its ends (103-104) is secured to the ends 5 (191-192) of the rigid tube (19).
- the rigid tube (19) also comprises connection means (193 ° to vacuum means.
- the means (193) are constituted by a connection to a pipe (10) itself connected at (194) downstream of the venturi (4): in fact, downstream of the venturi, a vacuum is generated, when the flow regulator of the fuel mixture is opened (here conventionally constituted by a butterfly valve (5)) At idle, the flap (5) is slightly opened, thus creating a strong vacuum downstream, part of which will be stored in the vacuum accumulator (7) comprising a non-return valve (22).
- the variable elastic venturi (4) is closed, only the diffuser (12) allows the passage of the gas stream, which arises at the air inlet (9).
- the vacuum is not sufficient to draw the variable elastic venturi through the pipe (10) and increase the passage area of the gas stream.
- the jack (11) cannot be moved by means of the pipes (8), (13), and of the solenoid valve (14) which is in this configuration in the "rest” state.
- the needle (3) is therefore kept in the retracted position and only lets through the quantity of fuel required.
- the flap (5) opens, the vacuum prevailing upstream of the latter increases and tends to increase proportionally the diameter of passage of the elastic venturi (4) via the pipe (10).
- This depression is communicated to the pneumatic cylinder (11) by means of the pipes (8) and (13) through the solenoid valve (14) always in the rest position. This has the effect of gradually maneuvering the needle (3) (depending on the setting of the spring (16)).
- the quantity of fuel emulsified by the tube (2) which passes through the metering device, enters the venturi of the diffuser (12), is sprayed, then vaporized through the heating base (17) and enters the collector intake (18).
- the flap (5) At maximum speed, the flap (5) is fully open, the vacuum upstream of it is maximum, the venturi (4) is pressed against its support tube (19).
- the pneumatic cylinder (11) is against its maximum stroke stop, the progressive metering needle (3) occupies its fully open position.
- the flap (5) When decelerating, the flap (5) is closed, the upstream vacuum instantly decreases, the venturi (4) closes, the jack (11) returns to the rest position, the gas stream only passes through the diffuser (12).
- the switch (20) is switched by a pull tab placed on the dashboard which slightly opens the flap (5).
- the three-way solenoid valve (14) connects the vacuum reserve (7) and the pneumatic cylinder (11) via the pipes (21) and (13).
- a variant of the device relating to the invention, represented in FIG. 2, comprises a constant ni / water tank (1), provided with an emulsion tube (2) supplying the fuel to the needle (3) of the progressive metering device in proportion to the opening of the variable elastic venturi (4), and, in accordance with one aspect of this variant, the engine speed and its temperature, as well as the analysis of the exhaust gases, and pressures prevailing in the intake manifold (18) and in the atmosphere.
- the flap (5) is open (slowed down accelerated by the action of a pull tab mounted on the dashboard.
- the venturi is closed on the diffuser (12).
- the thermistor (7a) gradually indicates microprocessor control unit (8a) the engine temperature up to 50 ° C. the engine speed is taken into account on the ignition coil (9. a) for the venturi opening (4).
- the sensor pressure (13a) gradually takes precedence over the thermistor (7a) as the temperature rises.
- the gas analysis probe (14a) is deactivated, which leads to the opening of the spray hole ( 6), inversely proportional to the engine temperature, during the heating time.
- the pull tab is released, the computer no longer takes into account the information supplied by the thermistor (7a), the variable elastic venturi (4) is closed on the diffuser (12).
- the aneroid pressure probe (13a) informs the computer (8a) of the atmospheric pressures and in the intake manifold (18).
- the electronic unit (8a) gives the order to the servomotor (11a) to drive the screw-nut system (15a) of the metering device to dispense the necessary fuel.
- the flap (5) opens, the probe (13a) senses the increase in pressure in the pipe (18), the probe (14a) analyzes the residual gases, the engine speed increases.
- the computer (8a) which manages the servomotors (1a) and (16a), respectively controlling the needle (3) and the venturi (4).
- the latter is sucked, via the pipe (10a), by the jack (20a) which is coupled to the screw-nut system (19a).
- the flap (5) When decelerating: the flap (5) is closed, the pressure in the intake manifold (18) is lower than that prevailing at idle, the pressure sensor (13a) takes priority, the lambda probe (14a) is deactivated and the computer (8a) orders the actuator (11a) to completely close the spraying nail (6). The latter is reactivated automatically at 1000 rpm, or by pressing the accelerator pedal. This saves fuel.
- the electrical diagram according to an embodiment of the device relating to the invention, represented in FIG. 3, comprises a microprocessor (2 " > a) M 68705 R3 which performs all the control and command operations, quickly and effective.
- the assembly is scalable by simple modification of the program
- the temperature is transmitted by a CTN type probe (7a) (negative temperature coefficient), which sees its electrical resistance decrease when the engine temperature rises.
- the resistor (R2) supplies the probe (7a) at the terminals of which a voltage appears.
- an upgrade is carried out by the integrated circuit (22a) LM 324 and the resistors (R3), (R4).
- the integrated circuit (22a) is used as a linear amplifier and delivers analog information to the microprocessor which gradually perceives the evolution of the temperature.
- Capacitors (C4) and (C5) allow this input signal to be filtered
- the exhaust gases are analyzed by a probe (14 of the LAMBDA type which has the property of becoming conductive to oxygen ions, from a temperature of about 300 ° C., and of generating an electrical voltage reflecting the variation of (lambda) .However, it is necessary to amplify this signal by the circuit (22 and the resistors (R5) (R6) which deliver analog information to the microprocessor. The latter perceives in a gradual and instantaneous fashion 0 of the quality of the exhaust gases.
- the gain of the amplifier is at most 5.
- the capacitors (C20) and (C21) allow this input signal to be filtered
- This coil is associated with an oscillator consisting of resistors (R11), (R12) and (R13), capacitors (C10), (C11) and (C12) and the transistor (T3).
- (R11) polarizes (T3);
- (C10) filters the continuous signal from the 0 base of (T3) and behaves like a short circuit for the alternating current. This therefore results in mounting in a common base.
- (C11) allows to maintain the oscillation.
- the frequency of the oscillator does not exceed 5 KHz.
- the transistors (T4) and (T5) buffer and adapt this signal while the capacitor (C14) filters it.
- the engine speed information is taken from the coil (9a).
- the voltage from the latter, varying from 0 to 400 volts is divided by the resistors (R7), (R8) and integrated by the capacitor (C8).
- the capacitor (C9) allows only the rising and falling edges of the signal to be recovered.
- the resistor (R9) serves as a load for (C9) and polarizes the base of (T2).
- the diode (D2) is used to protect the transistor (T3) during negative pulses transmitted by (C9).
- (R10) acts as a load resistor for (T2) and (C3) allows the filtering of the signal entering the microprocessor.
- the carburetion device electronically controlled according to the invention, must have the fuel supply and the venturi closed.
- the motors (11a) and (16a) must rotate in both directions; for simplification, the specialized circuit (25) of type L 298 is inserted in the assembly.
- the microprocessor (21a) controls the validation signals as well as the polarity signals.
- the diodes (D5), (D6),, (D12) protect the internal motor control transistors
- R18 3 "" 2 "w (R18) (R20) are resistors for reading the current flowing in the motors. For example, when the motor (11a) is supplied, the current flowing in the read resistor (R18) gives birth to a voltage which is then filtered by (R1) / (C17). Likewise, for the motor (16a). This voltage is compared to a reference given by (R21) and (R22) filtered by (C9).
- the microprocessor (21a) gives the order to cut off the power supply to said motor.
- the circuit 0 (25) and the transistor (T1) are mounted on a radiator.
- Quartz (24), capacitors (C6) and (C7) give the clock frequency of the microprocessor.
- the program reflects the specifications and can be summarized in the form of the organization chart shown below. 0
- the sensors are scanned very quickly, but the reaction time of the servomotors (11a) and (16a) being relatively longer, time delays must be introduced depending on the model.
- timer 5 of 5s starts and the microprocessor closes the fuel supply and the
- the microprocessor automatically positions the servomotors in the start-up position.
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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 The Air-Fuel Ratio Of Carburetors (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR8701971A FR2610995B1 (fr) | 1987-02-13 | 1987-02-13 | Dispositif de carburation a venturi elastique variable et gestion electronique pour moteurs a explosions |
FR87/01971 | 1987-02-13 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1988006237A1 true WO1988006237A1 (fr) | 1988-08-25 |
Family
ID=9347978
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR1988/000075 WO1988006237A1 (fr) | 1987-02-13 | 1988-02-12 | Dispositif de carburation |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0345286A1 (fr) |
JP (1) | JPH02502662A (fr) |
FR (1) | FR2610995B1 (fr) |
WO (1) | WO1988006237A1 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0458026A1 (fr) * | 1990-05-24 | 1991-11-27 | Mercedes-Benz Ag | Siège de soupape pour un moteur à combustion interne |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1792053A (en) * | 1927-07-25 | 1931-02-10 | Weidenfeller Patrick | Carburetor |
US1927091A (en) * | 1929-08-12 | 1933-09-19 | Carburetor Control Company | Carburation device |
US1977721A (en) * | 1931-01-28 | 1934-10-23 | Self Feeding Carburetor Compan | Carburetor |
US2065334A (en) * | 1934-04-20 | 1936-12-22 | Koppe Georg | Carburetor |
DE1119047B (de) * | 1960-11-19 | 1961-12-07 | Fichtel & Sachs Ag | Regelorgan fuer Brennkraftmaschinen |
FR2163243A5 (fr) * | 1972-04-22 | 1973-07-20 | Bosch | |
DE2461277A1 (de) * | 1974-01-04 | 1975-07-10 | Ford Werke Ag | Einrichtung an einem vergaser fuer kraftfahrzeuge zur erzielung eines reicheren luft-brennstoff-gemisches |
DE2643996A1 (de) * | 1975-10-01 | 1977-04-14 | Renault | Elastisches venturirohr fuer veraenderliche durchflussmenge |
DE3200744A1 (de) * | 1982-01-13 | 1983-07-21 | Werner Karl-Heinz 2000 Hamburg Hintze | Vergaserdiffusor aus nicht starrem material, fuer ottomotoren |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2006739A1 (de) * | 1970-02-14 | 1971-08-19 | Rinker, Karl, 7500 Karlsruhe | Vergaser zur Gemischbildung fur Ver brennungsmotoren |
DE3332942A1 (de) * | 1982-03-15 | 1984-03-29 | Hans 8203 Oberaudorf Langkitsch | Lufttrichter mit veraenderlichem querschnitt |
DE3231937C2 (de) * | 1982-08-27 | 1985-10-17 | Atlas Fahrzeugtechnik GmbH, 5980 Werdohl | Elektronisch gesteuerte Brennstoffdosiervorrichtung für einen Gleichdruckvergaser |
-
1987
- 1987-02-13 FR FR8701971A patent/FR2610995B1/fr not_active Expired
-
1988
- 1988-02-12 WO PCT/FR1988/000075 patent/WO1988006237A1/fr not_active Application Discontinuation
- 1988-02-12 JP JP50182888A patent/JPH02502662A/ja active Pending
- 1988-02-12 EP EP19880901855 patent/EP0345286A1/fr not_active Ceased
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1792053A (en) * | 1927-07-25 | 1931-02-10 | Weidenfeller Patrick | Carburetor |
US1927091A (en) * | 1929-08-12 | 1933-09-19 | Carburetor Control Company | Carburation device |
US1977721A (en) * | 1931-01-28 | 1934-10-23 | Self Feeding Carburetor Compan | Carburetor |
US2065334A (en) * | 1934-04-20 | 1936-12-22 | Koppe Georg | Carburetor |
DE1119047B (de) * | 1960-11-19 | 1961-12-07 | Fichtel & Sachs Ag | Regelorgan fuer Brennkraftmaschinen |
FR2163243A5 (fr) * | 1972-04-22 | 1973-07-20 | Bosch | |
DE2461277A1 (de) * | 1974-01-04 | 1975-07-10 | Ford Werke Ag | Einrichtung an einem vergaser fuer kraftfahrzeuge zur erzielung eines reicheren luft-brennstoff-gemisches |
DE2643996A1 (de) * | 1975-10-01 | 1977-04-14 | Renault | Elastisches venturirohr fuer veraenderliche durchflussmenge |
DE3200744A1 (de) * | 1982-01-13 | 1983-07-21 | Werner Karl-Heinz 2000 Hamburg Hintze | Vergaserdiffusor aus nicht starrem material, fuer ottomotoren |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0458026A1 (fr) * | 1990-05-24 | 1991-11-27 | Mercedes-Benz Ag | Siège de soupape pour un moteur à combustion interne |
Also Published As
Publication number | Publication date |
---|---|
FR2610995A1 (fr) | 1988-08-19 |
FR2610995B1 (fr) | 1989-11-10 |
JPH02502662A (ja) | 1990-08-23 |
EP0345286A1 (fr) | 1989-12-13 |
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