WO1996012883A1 - Jet de carburant a compensation en temperature - Google Patents

Jet de carburant a compensation en temperature Download PDF

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Publication number
WO1996012883A1
WO1996012883A1 PCT/SE1995/001246 SE9501246W WO9612883A1 WO 1996012883 A1 WO1996012883 A1 WO 1996012883A1 SE 9501246 W SE9501246 W SE 9501246W WO 9612883 A1 WO9612883 A1 WO 9612883A1
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
nozzle
fuel
fuel supply
supply system
Prior art date
Application number
PCT/SE1995/001246
Other languages
English (en)
Inventor
Bo Andreasson
Mats Boberg
Original Assignee
Aktiebolaget Electrolux
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aktiebolaget Electrolux filed Critical Aktiebolaget Electrolux
Priority to AU38208/95A priority Critical patent/AU3820895A/en
Publication of WO1996012883A1 publication Critical patent/WO1996012883A1/fr

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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/08—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically
    • F02M1/10—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically dependent on engine temperature, e.g. having thermostat
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/02—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling being chokes for enriching 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
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/02—Floatless carburettors
    • F02M17/04—Floatless carburettors having fuel inlet valve controlled by diaphragm
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature

Definitions

  • the subject invention relates to a fuel-supply system for an internal combustion engine, arranged in a suction channel leading to the engine body proper, said system comprising one or several nozzles.
  • the relation between the amounts of fuel and of air sucked into the engine is of vital importance.
  • the engine is choked to provide a richer fuel mixture, i.e. a mixture with a higher fuel content. This is a necessity since fuel condensates on the walls of the suction channel and the combustion chamber to very high extent under these conditions.
  • the air-fuel ratio is affected by several factors, such as the air pressure and the air temperature. In membrane carburettors, for instance, the air- fuel mixture becomes leaner at lower temperatures.
  • the purpose of the subject invention is to considerably reduce the above outlined problem by creating automatic temperature com ⁇ pensation of the fuel supply.
  • the fuel supply system in accordance with the invention thus essentially is characterized in that at least one nozzle is conceived in such a manner that its fuel through- flow system changes upon temperature changes as a result of a movable part in the nozzle being secured to a temperature-responsive member, for instance a bimetal member, such that as a result the movable part is moved by the member at lower temperatures, resulting in reduced fuel through flow resistance, usually as a result of an increase of the fuel through-flow opening, and thus the fuel through-flow increases and a richer fuel mixture is obtained, i.e. temperature compensation of the fuel supply with the aid of a temperature compensated nozzle.
  • a temperature-responsive member for instance a bimetal member
  • the basic function thus is to decrease the fuel through-flow resistance at lower tempera ⁇ ture levels in response to the movement of the movable part with the aid of a temperature-responsive member, for instance a bimetal mem ⁇ ber.
  • a temperature-responsive member for instance a bimetal mem ⁇ ber.
  • the movable part such as a metering needle
  • the mov ⁇ able part could also have a different shape and also be moved later ⁇ ally.
  • the opening would have a very disadvantageous shape, for instance an elongate and narrow shape which would increase the resistance.
  • Fig. 1 is a cross-sectional lateral view of a conventional mem ⁇ brane carburettor in which the fuel supply system in accordance with the invention may be incorporated
  • Fig. 2 is a lateral cross-sectional view of a fuel injection system in which the subject invention could also be applied,
  • Fig. 3 is a cross-sectional view as seen in the longitudinal direction of the suction channel of a fuel supply system in accordance with the invention
  • Fig. 4 illustrates another embodiment of the fuel supply system in accordance with the invention
  • Fig. 5 is a diagram showing variations of the air-fuel ratio as a function of temperature, on the one hand with respect to a conven ⁇ tional carburettor and on the other with respect to a carburettor equipped with the temperature compensation feature in accordance with the invention
  • Fig. 6 is a fuel supply system in accordance with Fig. 3 equipped with a special pumping device
  • Fig. 8 is a schematical view of the positions of the arms when the engine start-up controls are engaged and the arms are hooked into one another in the so called starting position.
  • Fig. 1 illustrates a conventional membrane carburettor in a cross-sectional view.
  • the fuel is supplied to a fuel inlet 9 and is pumped down to a metering chamber 11.
  • the pumping takes place in an entirely conventional way with the aid of a membrane pump driven by the engine pressure pulses in a connection 10.
  • the metering chamber 11 is delimited downwards by a membrane 12, thus the denomination membrane carburettor.
  • Fuel is supplied to the engine suction channel 2 by means of one or several main nozzles 3, 3'.
  • the latter are arranged in a venturi section 13 of the suction channel 2.
  • One or several starter nozzles 4, 4' are arranged downstream of the venturi section 13.
  • In addition to air-regulating valves 14, 15 are arranged in the suction channel 2.
  • valves are of rotational type but could also be of sliding type.
  • Valve 14 is in this case a throttle valve or air throttle and 15 a choke valve.
  • the choke valve 15 is formed with an aperture 16 allowing a small amount of air to pass through also when the valve is entirely closed.
  • the construction of the membrane carburettor 8 so far is entirely conventional and for that reason will not be discussed in further detail.
  • Fig. 2 illustrates an injection system as seen in a lateral cross- sectional view. It is very similar to the membrane carburettor in Fig. 1 but is equipped with one air-regulating valve 17 only, usually called an air- throttle valve 17. In addition, it is equipped with a principal nozzle 3, 3'.
  • Figs. 1 and 2 show examples of fuel supply systems utilizing the system in accordance with the invention. However, also similar embodiments such as a carburettor having only one air- regulating valve are conceivable, the invention being based on the through-flow resistance in each nozzle, main nozzle or starter nozzle and not on the number or types of air-regulating valves.
  • Fig. 3 is a cross-sectional view of a carburettor 8' similar to that in Fig. 1 but provided with a temperature compensation feature with respect to the fuel supply in accordance with the invention. From the metering chamber 1 1 fuel is drawn to the nozzle 3, 3'. The two nozzles 3, 3' operate in parallel and in this case they function as a principal nozzle 3, 3'. However, they could equally well function as a start-up nozzle 4, 4'. Obviously, the throttles and channel areas are in this case adjusted to the function of a start-up nozzle and not to that of a principal nozzle.
  • a first supply channel 18 leads to a first nozzle 3 and a second supply channel 19 continues to a second nozzle 3'.
  • the two nozzles 3, 3' are supplied with fuel in parallel.
  • Each nozzle 3, 3' is in the shape of a metring needle valve, i.e. including a conically needle-shaped part which is movable axially in channels 24 and 25, respectively, leading away from the nozzle.
  • Nozzle 3' is entirely con ⁇ ventional since its needle-shaped member is associated with a threaded portion 20 having a recess 21 for engagement by a screw ⁇ driver. It thus becomes possible to set the nozzle to the desired degree of throttling, which preferably is effected in connection with the manufacture and/ or the servicing of the power-driven product.
  • the nozzle 3, on the other hand, has a movable part 5 which is secured to a temperature-responsive member 6. In turn, the latter is secured by means of a screw 23.
  • the movable part 5 is cylindrical and axially displacable inside a hole formed in the carburettor body 8'.
  • a seal 22, such as an O-ring, ensures that no fuel leaks from the carburettor along the movable body 5.
  • a first outlet channel 24 leads from nozzle 3 and a second outlet channel 25 from nozzle 3'. These two channels meet and a third outlet channel 26 leads to the very suction channel 2.
  • Outlet channel 26 is only indicated schematically. In actual fact, it is provided with a sprayer means including a check valve.
  • the nozzles 3, 3' and their associated outlet channels 24, 25 could also be arranged in such a manner that their respective outlet channel debouches directly in the very suction channel 2, eliminating the need for the third outlet channel 26.
  • the temperature compensation of the fuel supply with the aid of the temperature compensated nozzle 3 is obtained as a result of the temperature-responsive member 6, for instance a bimetal member, bending backwards at lower temperatures, as illustrated by the exag- gerated dash-and-dot line position in the drawing figure.
  • the metering needle valve is pulled axially backwards, increasing the fuel through-flow opening and thus bringing about a reduction of the fuel through-flow resistance, admitting more fuel into the suction channel 2, i.e. a richer fuel mixture.
  • a bimetal mem ⁇ ber is advantageous, considering the resistance towards varying temperatures and different chemicals, such as oil and gasoline.
  • the bimetal member is attached by means of a screw 23 to a side edge of the carburettor body 8'. Temperature compensation setting is effected to ensure that the temperature-responsive member 6 reaches its foremost position at a temperature of 20-30°C, preferably 25°. This is effected in that the member 6 or the movable part 5 is pushed to ⁇ wards an abutment face 27, in this case the member 6 is pressed towards the carburettor body side wall. Owing to the stop 27 there thus is no further increase of the fuel through-flow resistance above a certain predetermined maximum temperature, for instance 25°C. At temperatures below this limit temperature level the member 6 moves gradually further rearwards the lower the temperature becomes. In this manner the desired richer fuel mixture at lower temperatures is achieved.
  • a certain predetermined maximum temperature for instance 25°C.
  • a rear abutment face 28 may be provided to maximize the temperature compensation at lower temperatures. Consequently, the temperature-compensated nozzle 3 lacks an adjustable basic setting but is connected so as to share fuel flow with another nozzle 3'.
  • the nozzle 3' is adjustable in a con ⁇ ventional manner but it could likewise be stationary. The two nozzles thus operate in parallel. However, they could also operate in series. For instance, in that case channel 19 could be connected to the outlet from the first nozzle 3, which in that case does not debouch into the channel 26. As a result, the entire flow would first pass nozzle 3 and then nozzle 3'.
  • the reverse order, i.e. nozzle 3' to 3 obviously is also conceivable.
  • nozzle 3 which in this case is temperature-compensated.
  • the nozzle 3' would then be eliminated.
  • the temperature compensated nozzle 3 would be formed with an adjustable basic setting as a result of the movable part 5 in the nozzle being adjustably secured to the temperature dependent member 6.
  • the nozzle may be screwed into a threaded bore in the bimetal attachment 6.
  • Fig. 3 illustrates a membrane carburettor provided with a temperature-com ⁇ pensated nozzle 3 in accordance with the invention but the invention could also be used with another type of carburettor or with an injec ⁇ tion system as in accordance with Fig. 2.
  • the attachment of the movable part 5 to the bimetal member 6 could be articulated to allow for softer movements without jerks.
  • the member could also be arranged symmetrically around its attachment to the movable part 5. When this is the case, it is attached to both sides thereof. All attachments could be of an articulated type.
  • the temperature dependent member could be configured and arranged in many different ways and be made from various materials and also be attached in a variety of different ways.
  • Fig. 3 the dash-and-dot lines illustrate a temperature-trans ⁇ fer element 29. This means is not necessary but could be advantagous in many applications.
  • the element could be configured in many differ ⁇ ent ways but in Fig. 3 it is illustrated schematically as a forked element having two sensors 30, 30'.
  • One end of the temperature- transfer element is in heat-transfer contact with the temperature- responsive member 6, in this case by simply being screwed into its attachment in the carburettor body.
  • Other parts of the temperature- transfer element are in heat-transfer contact with at least either the surrounding air, the engine fuel or the engine body, i.e. crank case or cylinder.
  • the temperature compen ⁇ sated nozzle may be used as a principal nozzle as well as a starter nozzle and in both cases different temperatures are of varying import ⁇ ance.
  • the engine temperature is of comparatively bigger importance than for a main nozzle but in the latter case, on the other hand, the air temperature is more important.
  • the temperature-transfer element 29 could be configured to allow for instance a metering body 30 to be positioned in its tank or in heat- transfer contact with the fuel, for instance in a wall of the fuel tank.
  • Fig. 4 illustrates an arrangement that differs somewhat from the nozzle illustrated in Fig. 3.
  • the nozzle arrangement could be used both for a principal nozzle, in which case it is designated by 3, 3', or for a starter nozzle designated 4, 4'.
  • the temperature compensated nozzle has a through-flow area desig ⁇ nated by 7 whereas the conventional nozzle, coupled in parallel, has a through-flow area designated by 7'.
  • the through-flow areas are throttled passages in the fuel channels which in the case of the mem- brane carburettor lead from the metering chamber 11 and further to the suction channel 2 proper.
  • the temperature-compensated nozzle has a similar configuration as that illustrated in Fig. 3 but no sealing 22 is illustrated. It should be noted that the temperature-compensated nozzle 3; 4 ha s predeter ⁇ mined minimum through-flow size, for the purpose of allowing any dirty particles to flow past. A minimum opening of a circumferential size of approximately 70 ⁇ is suitable for this purpose.
  • the built-in coarse filter of a carburettor normally has a mesh size of 47 ⁇ .
  • the parallel nozzle 3'; 4' is designed with a predetermined minimum through-flow size, also when the nozzle occupies its innermost screwed-in position.
  • the dash-and-dot lines illustrate an alternative embodiment of the temperature-responsive member 6.
  • the temperature-responsive member 6 consists of an external rod 6 the remote end of which is attached for instance to the engine body or the tank.
  • One end of the rod is attached to the movable body 5 or a part 31 associated therewith.
  • Part 31 in this case serves only to guide the body 5.
  • the temperature-responsive member 6 could likewise be posi ⁇ tioned adjacent the engine body, the fuel tank or some other desirable location in order to sense the temperature suitable for the relevant application. Movement transfer from the member 6 to the body then preferably is effected with the aid of a link rod 32 or in any other suitable manner, for instance by means of a capillary tube.
  • the move ⁇ ment transfer obviously could also be effected in many other ways.
  • FIG. 6 illustrates the manner in which the carburettor according to Fig. 1 is equipped with a particular pumping device.
  • the latter has a suction line 50 leading via a check valve 51, 52, 53 from the car- burettor metering chamber 17 to a manually actuated pumping means 54, for instance an elastic plastic or rubber bladder.
  • a pressure line 55 via a check valve 56, 57, 58.
  • both check valves are also provided with seals 53, 58 sealing against its respective one of discs 51, 56.
  • the check valves as well as the pumping means could be configured differently than described, for instance in a manner of a piston pump including membrane valves.
  • Figs. 7 and 8 illustrate one embodiment of the arms for actua- tion of the choke and throttle valves, not necessary for utilizing the inventive object but advantageous in connection therewith. This relates to the case when two valves are used. When only one valve is used obviously this solution is not relevant.
  • On the lever 35 con ⁇ trolling the choke are mounted one choke valve arm 37 and one blocking arm 38.
  • the blocking arm 38 is affected by a pull-back spring 39 one end of which appears in the drawing figure.
  • the pull- back spring turns the blocking arm 38 in the counter-clockwise direction as indicated by arrows 40 to the end position illustrated in the drawing figure. With the aid of a drive shoulder 41 acting against the choke valve arm 37 the latter is carried to the shown end position.
  • Fig. 8 illustrates a position of the levers when the engine is to be started.
  • the arrangement provides definite positions of the choke and throttle valves and these positions are repeated upon each starting instance. This is an important condition for obtaining a well tuned temperature correction for easier start-ups.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Système (1) d'amenée de carburant pour un moteur à combustion interne, disposé dans un passage d'aspiration (2) conduisant au corps du moteur. Ce système comprend une ou plusieurs buses (3, 3') dont au moins une (3) est configurée de façon que sa résistance à l'écoulement direct du carburant soit modifiée en fonction des variations de la température, ceci étant dû au fait qu'une pièce mobile (5) dans la buse est reliée à un élément sensible à la température (6), tel qu'un élément bimétallique (6). L'élément (6) déplace la pièce mobile (5) à basse température de façon à réduire la résistance à l'écoulement de carburant, généralement par un élargissement de l'orifice d'écoulement du carburant. On accroît ainsi l'écoulement du carburant et on obtient un mélange plus riche en d'autres termes, on obtient une compensation en température de l'amenée de carburant à l'aide d'une buse (3) à compensation en température.
PCT/SE1995/001246 1994-10-21 1995-10-20 Jet de carburant a compensation en temperature WO1996012883A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU38208/95A AU3820895A (en) 1994-10-21 1995-10-20 Temperature conpensated fuel jet

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9403626A SE9403626D0 (sv) 1994-10-21 1994-10-21 Temperaturkompenserat munstycke
SE9403626-6 1994-10-21

Publications (1)

Publication Number Publication Date
WO1996012883A1 true WO1996012883A1 (fr) 1996-05-02

Family

ID=20395714

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1995/001246 WO1996012883A1 (fr) 1994-10-21 1995-10-20 Jet de carburant a compensation en temperature

Country Status (3)

Country Link
AU (1) AU3820895A (fr)
SE (1) SE9403626D0 (fr)
WO (1) WO1996012883A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE49399C1 (fr) *
US1588727A (en) * 1922-08-10 1926-06-15 Floyd F Henriot Automatic control for carburetors
US1597039A (en) * 1922-12-23 1926-08-24 George M Holley Carburetor
DE954750C (de) * 1953-06-12 1956-12-20 Solex Sarl Vergaser mit Hilfsstartvorrichtung
US4123480A (en) * 1976-02-16 1978-10-31 Jonsereds Ab Throttle control mechanism for a carburetor
EP0281771A2 (fr) * 1987-03-12 1988-09-14 WALBRO CORPORATION (Corporation of Delaware) Système de mesure de débit compensé en température
US5200118A (en) * 1991-05-29 1993-04-06 Walbro Corporation Carburetor for chain saws

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE49399C1 (fr) *
US1588727A (en) * 1922-08-10 1926-06-15 Floyd F Henriot Automatic control for carburetors
US1597039A (en) * 1922-12-23 1926-08-24 George M Holley Carburetor
DE954750C (de) * 1953-06-12 1956-12-20 Solex Sarl Vergaser mit Hilfsstartvorrichtung
US4123480A (en) * 1976-02-16 1978-10-31 Jonsereds Ab Throttle control mechanism for a carburetor
EP0281771A2 (fr) * 1987-03-12 1988-09-14 WALBRO CORPORATION (Corporation of Delaware) Système de mesure de débit compensé en température
US5200118A (en) * 1991-05-29 1993-04-06 Walbro Corporation Carburetor for chain saws

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Vol. 10, No. 59, M-459; & JP,A,60 204 951 (UORUBUROO FUAAIISUTO K.K.), 16 October 1985. *

Also Published As

Publication number Publication date
SE9403626D0 (sv) 1994-10-21
AU3820895A (en) 1996-05-15

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