CA1087048A - Method and apparatus for preparation of air-fuel mixture - Google Patents
Method and apparatus for preparation of air-fuel mixtureInfo
- Publication number
- CA1087048A CA1087048A CA285,618A CA285618A CA1087048A CA 1087048 A CA1087048 A CA 1087048A CA 285618 A CA285618 A CA 285618A CA 1087048 A CA1087048 A CA 1087048A
- Authority
- CA
- Canada
- Prior art keywords
- engine
- pressure
- gas
- throttle
- fuel
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
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
- F02M19/088—Whirl devices and other atomising means in or on the venturi walls
-
- 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
- F02M19/03—Fuel atomising nozzles; Arrangement of emulsifying air conduits
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Nozzles (AREA)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
Abstract
Abstract of the Disclosure In the novel method and apparatus for preparation of an air-fuel mixture the fuel is continuously induced, or delivered and induced to a multi-stage atomizer by air or other gas, e.g. exhaust gases, under pressure higher than ambient pressure, the pressure of this air or gas being controlled in accordance with the engine speed and load. The fuel is continuously atomized and homogenized, preferably several times, in the atomizer, this atomizer being installed in the engine inlet manifold upstream of a throttle and the mixture thus prepared introduced to the engine inlet manifold above of the throttle where it is mixed with the air induced by the engine to charge the engine cylinders.
Description
7a~48 r This invention relates to a method for the preparation of an air-fuel ml~ture particularly in internal combustion engines with spark igni~ion.
There are many methods known and used in the art of atomization of liquid fuels by means of high-velocity gas to feed internal cc~rbustion engines with spark ignition.
The most popular method for atomization of fuel is a venturi tube used in a carburetor, less popular being carburetors with an adjustable ven-turi. There are also modern methods used which aim at improvement of fuel feed svstems, these modern methods including: atomization in a sonic Dres- -serator carburetor with adjustable venturi, atomizatio~ in sonic-type idle-run nozzle developed by the Ford ~lotor Company, Autotronics Induction System used by the Jet Propulsion Laboratory - California Institute of Iechnology, atomization in sonic nozzles manufactured by the Mcdular Sonics Corporation and by the Sonic Development Corporation of America and used in modified ver-sions by the Olson Engineering Cc~npany, and fuel injection systems with air delivered to the injector, these systems being clevelo~ed by Deutsche Vergaser Gesellschaft and also by Tecalemit-Jackson.
~lawever, none of the prior art methods uses a principle on which the method of this invention is based.
The imperfection of methods known in the art is either due to the highly cc~nplicated equipment itself for atomization of fuel, particularly complicated being the systems to control the ratio and the rate oE air-Euel mixture, or due to insuEficiently good atcmization of fuel and poor precision in control oE the ~txture in view of the hic~h r~quirements which nxxl~n en-gines have to meet as rcc~ard~ the cl~c~nness ~ncl ~ficl~ncy oE cx~bustion.
The present invention is directed to developing a method ;Eor quantita-tively and clualitatively precise mLxture control~ the novel method securing suitable atc~mizatic)n and hom~genity of mixture by means of a sumple cand rela~
tively cheap apparatus.
3Q According to one aspect of the present inVention there is provided a method Eor preparation of an air-Euel muxture by fuel ato~ization using a high~velocity gas as an atomizing agent~ wherein the fuel is continuously - ~8704l~
induced by means o~ said gas under pressure higher than ambient pressure, the amount of induced fuel being proportional to the pressure of said gas, `~
said pressure being at least partially controllea by engine speed and load, so that in the range o~ eng me full loads a mixture ratio giving a maximum effective pressure is obtained and in the range of engme partial loads, .
a mixture ratio giving at least one of a m mimum consumption of fuel, and a minimum of toxic components in exhaust gases is obtained said fuel being continuously atomized and homogenized, a mixture thus prepared being introduced to an engine inlet manifold upstream of a throttle, said mixture ~ ;
mixing in said inlet manifold with gas induoe d by the engine to charge the engine cylinders, while under engine coasting conditions when the ~raking :effect of the engine is utilized and the throttle is closed a pressure ~:
difference is utilized to cease delivery of compressed gas to the atomizer ` and to interrupt the admission of fuel.
According to another aspect of the present invention the.re is provided an apparatus for preparation d an air-fuel mixture comprising a multi-stage atomizer consisting of a series of nozzles o~ vario~ls shapes, sizes, stages and directions of operation and of fuel and communicating passages, said atomizer constituting a self-contained element installable in an inlet manifold of an internal cambustion engine upstream of a throttle and being connected, through a passage with a float chamber for containing fuel, and through a gas passageway with a conditioning and control svstem for supplying gas under pressure higher than ambient pressure to said atomizer 5aid c~tomiæer being tipped with a di~Euser opening towards the engine inlet manifold above the throttle where the mixture is mixed with induced air to produoe. charges for the en~ine cylinders, said conditioning and control sy~tem including a pump hc~ving a governor to control a release valv~.
The condikioning and control system may further include a compensation and control reservoir connected with said pump and said gove mor, said gas passageway h~ving a deliver~ rate thr~ttle installed therein said rate khrottle being pneumatically coupled with the pressure existing downstream of the throttle and being mechanically linked with an .
~7048 accelerator pedal tandem with the throttle, and a passage for idle-run of the engine.
The throttle of the apparatus preferably consists of symmetrically opening elements, the shape of the said elements being suited to the shape o cross-section of the engine intake manifold. An idle-run atomizer can be ~;~
installed in this throttle, said atomizer operating only when the throttle is closed and consisting of a Laval nozzle located in the axis of mixture flow, a port co-axially located under the Laval nozzle being used with another suitably staged nozzle, said latter nozzle expanding the homogenized and atomized mixture under the throttle.
The float chamber may have a conventional vent hole, said vent hole being connected with the engine intake manifold space .. .. :~
~87~413 above the throttle, or preferably the said chamber being connected, through a passage, with the passage through which the compressed gas is delivered to the atomizer, this arrangement securing a suitably controlled delivery of ~uel irrespective of ~uel induced by the atomizer jets.
The conditioning and control system of the invented apparatus in-cludes a gas delivery unit, said unit preferably consituting a displacement pump coupled with the engine crankshaft and having preferably a centrifugal governor mounted on the pump shaft. The governor controls a release valve or a pressure reducing valve. The system also includes a unit controlling the conditioning syste~ and regulating the gas pressure, in accordance with engine speed and load, by means of a compensation and control reservoir with passages connecting the said reservoir with the atomizer, by means of a rate throttle, said rate throttle being pneumatically coupled with the pressure existing below the engine throttle and being mechanically linked with the accolerator pedal tandem with the engine throttle. In an alternative arrangement, the conditioning system is controlled by means of the rate valve connected with the passage or compressed gas and with the atomizer, said rate valve being controlled either by a pneumatic actuator responding to the pressure existing below the throttle or being mechanically controlled by the accelerator pedal tandem with the throttle. Within the range of dynamic control of mixture ratio. In an alternative arrangement said conditioning systcm is controlled by an electronic control system where the basic input values ~or the said oloctronic control systom aro: engLno spoed, posltion oE tho nccolorator pedal and the mass of air charge induced by the engine: the auxiliary input values for the said electronic system being: for instance temperature and humidity of inducod air, and enginc temperature.
Thus, the novel method and apparatus has a quantitative and qualita-tive precision in the control of air-fuel ratio, and good atomization and homo~
genity of mixture is obtained thus causing the combustion process to be com-plete with a considerable excess of air, the volumetric efficiency of cylinder ~8704t~
~lso beingimproved. In consequence a higher economy in fuel consumption is achieved, the contents of toxic constituents in exhaust gases is reduced, and the overall performance of the engine is improved (i.e. the power and the torque of the engine). The invented apparatus is also relatively simple in construction and in production.
An embodiment o~ ~he invention will now be described by way of ex~
ample and with reference to the accompanying drawing in which:
Figure 1 illustrates the novel apparatus diagramatically;
Figure 2 illustrates an idle-run atomizer of the apparatus;
Figure 3 illustrates in longitudinal section an alternative embodi-ment of the apparatus; `
Figure 4 illustrates in longitudinal section, the apparatus with an atomizer in the alternative embodiment;
Figure 5 i}lustrates the apparatus as viewed from the top and with rate valve illustrated in section;
Figure 6 illustrates in section the atomizer in the alternatlve em-bodiment; and ~igure 7 illustrates in section the alternative embodiment of the atomizer supplied from two sources of gas.
As illustrated in the drawings, the novel apparatus alternatively includes an atomizer 1 ~Figure 1), an atomizer 2 ~Figures 3, 6), or an atomizer 3 ~Figures ~,7), said atomizer being installed in the intake maniEold ~ of the engine before a throttle 5 (~igure 1) or beEore fl throttle 6 ~igures 3,4), and boing connected with a eloat chamber 8 by means oE a Euol upply passnge 7, and with a conditioning and control system by means of a passage 9, through which the air or other gas under pressure higher than the ambient pressure, e.g. exhaust gases is being supplied.
The pressure of gas supplied through passage 9 is obtained by con-ventional methods and is principally controlled by the engine speed and load, said pressure determining at a particular moment the rate of delivered fuel, .. ... .... ... . . . .. ... :
~t3704~1 ~
and acting at the same time as an agent to atomi~e fuel and to homogenize the mixture in successive stages of atomizer 1l 2, 3. The atomizer is tipped with a diffuser 10, said difuser expanding the mixture into the intake manifold 4 of the engine above of the throttle 5, 6, where the mixture is mixed with air induced by the engine, said mixture then 10wing into the engine cylinders.
The multi-stage atomizer 1, or 2J or 3, of the novel apparatus con-sists of a series of nozzles of various shape, size, stages and directions of operation, and includes the fuel supply passages, said atomizer preferably constituting a self-contained element causing the fuel to be several times more thoroughly atomized and homogenized due to various velocities and flow directions of streams of gas. Certain stages of the atomizer can be supplied with gas under pressure which is controlled as described above, and other stages can be supplied with gas of pressure determined by other parameters;
e.g. one or two stages of atomizer 3 are connected with passage 11 through which the exhaust gases are delivered from the exhaust system.
In the idle-run of the engine when the engine throttle 5, or pre-eerably throttle 6, is closed, tsaid throttle 6 consisting of symmetrically opening elements whose shape is suited to the shape of the cross-section of the engine intake manifold), and when the fuel delivery rate is small and the atomization poor, the high difference of pressures which exists above and below of throttle 5, 6 can success~ully be used to homogenize the m:ixturo furthor by causing its previously separatod high-velocity streams to collide and expand -ln an idl~-run atom:izor 12. Tho idlo-run atomlzer consis~ing Oe a Laval nozzlo, a port situated co-axially under tho Laval nozzle, and another nozzle, said latter nozzle being suitably staged and expanding the homogenized and atomized mixture below o~ the throttle 5, 6.
As illustrated in ~igure 1 the float chamber 8 has a conventional vent hole, said vent hole being connected with the engine intake maniold 4, namely with the space of said manifold above of the throttle, or preferably the said chamber being connected, through a passage 13, with passage 9 as it ~87~48 ;
is shown in Figure 3 and in Figure 4. This provides an advantageous control of fuel delivery to the atomizer nozzles simultaneously with fuel induction.
lhe conditioning and control system of the apparatus includes a gas delivery unit, said unit pre~erably constituting a displacement pump 14 coupled with the engine crankshaft and having preferably a centrifugal governor 15 mounted on the pump shaft, said governor controlling a release valve 16 or of -a pressure reducing valve. The conditioning and control system further in- `
cludes a control unit regulating the pressure of gas delivered above the atomizer 1, 2, 3 in accordance with the engine speed and load and in accordance with other additional parameters.
In an alternative version shown in Figure l the control system of the novel apparatus includes a compensating and control reservoir 17, a passage 9 with a rate throttle installed inside which is pneumatically coupled with the pressure existing below the throttle 5 and mechanically linked with accelerator pedal tandem with the throttle 5, and an idle-run passage 19, said components operating so that in the idle-run, when throttles 5, 18 are closedJ the gas flows only through the passage 19. At partial loads of the engine the gas flows through the passage 9 in a rate in accordance with partial opening of throttle 5 and in accordance with partial opening of the rate throttle 18. At the full load of the engine enrichment of mixture is dynami-cally controlled, at a fully open throttle 5, by further opening the rate throttle 18. In a coasting condition when the braking o~ecct Oe the engine is used, ~he throttles 5, 18 and the idle-run passage 19 Oe the ongine nre closed.
In an altornatlvo ombodiment shown ln ~iguros 3, ~, and 5 the control system includes a delivery rate valve 20 installed in the passage 9 and con-trolled by a pneumatic actuator 21 by the value of pressure existing below the throttloJ snid rato valve 20 being also mechanically controlled by the accele-rator pedal tandem with throttle 5, 6. The control system operates so that, in coasting the delivery rate valve 20 is fully closed, in the idle-run only the port is open as required, at partial load o~ the engine the delivery rate ..... .. .. . . .
~87~9L8 valve 20 opens in the function of pressure existing below of the throttle 5, 6, said function depending on the engine speed and load, and at full load of the engine enrichment of the mixture is dynamically controlled, at throttle 5J 6 fully open, by the delivery rate valve 20 being further opened mechanical- :
ly by stepping on the accelerator pedal until the said valve is fully open.
In yet an alternative embodiment of the novel apparatus the pressure ~
of gas delivered to the atomizer 1, 2, 3 is controlled by means of an electro- ;
nic system directly controlling the pressure and the delivery rate of pump or of pressure reducing in accordance with an output signal determined by the in values and data such as the engine speed, the position of accelerator pedal, the mass of charge induced by the engine, the temperature and the humidity of air induced by the engine, and the engine temperature.
There are many methods known and used in the art of atomization of liquid fuels by means of high-velocity gas to feed internal cc~rbustion engines with spark ignition.
The most popular method for atomization of fuel is a venturi tube used in a carburetor, less popular being carburetors with an adjustable ven-turi. There are also modern methods used which aim at improvement of fuel feed svstems, these modern methods including: atomization in a sonic Dres- -serator carburetor with adjustable venturi, atomizatio~ in sonic-type idle-run nozzle developed by the Ford ~lotor Company, Autotronics Induction System used by the Jet Propulsion Laboratory - California Institute of Iechnology, atomization in sonic nozzles manufactured by the Mcdular Sonics Corporation and by the Sonic Development Corporation of America and used in modified ver-sions by the Olson Engineering Cc~npany, and fuel injection systems with air delivered to the injector, these systems being clevelo~ed by Deutsche Vergaser Gesellschaft and also by Tecalemit-Jackson.
~lawever, none of the prior art methods uses a principle on which the method of this invention is based.
The imperfection of methods known in the art is either due to the highly cc~nplicated equipment itself for atomization of fuel, particularly complicated being the systems to control the ratio and the rate oE air-Euel mixture, or due to insuEficiently good atcmization of fuel and poor precision in control oE the ~txture in view of the hic~h r~quirements which nxxl~n en-gines have to meet as rcc~ard~ the cl~c~nness ~ncl ~ficl~ncy oE cx~bustion.
The present invention is directed to developing a method ;Eor quantita-tively and clualitatively precise mLxture control~ the novel method securing suitable atc~mizatic)n and hom~genity of mixture by means of a sumple cand rela~
tively cheap apparatus.
3Q According to one aspect of the present inVention there is provided a method Eor preparation of an air-Euel muxture by fuel ato~ization using a high~velocity gas as an atomizing agent~ wherein the fuel is continuously - ~8704l~
induced by means o~ said gas under pressure higher than ambient pressure, the amount of induced fuel being proportional to the pressure of said gas, `~
said pressure being at least partially controllea by engine speed and load, so that in the range o~ eng me full loads a mixture ratio giving a maximum effective pressure is obtained and in the range of engme partial loads, .
a mixture ratio giving at least one of a m mimum consumption of fuel, and a minimum of toxic components in exhaust gases is obtained said fuel being continuously atomized and homogenized, a mixture thus prepared being introduced to an engine inlet manifold upstream of a throttle, said mixture ~ ;
mixing in said inlet manifold with gas induoe d by the engine to charge the engine cylinders, while under engine coasting conditions when the ~raking :effect of the engine is utilized and the throttle is closed a pressure ~:
difference is utilized to cease delivery of compressed gas to the atomizer ` and to interrupt the admission of fuel.
According to another aspect of the present invention the.re is provided an apparatus for preparation d an air-fuel mixture comprising a multi-stage atomizer consisting of a series of nozzles o~ vario~ls shapes, sizes, stages and directions of operation and of fuel and communicating passages, said atomizer constituting a self-contained element installable in an inlet manifold of an internal cambustion engine upstream of a throttle and being connected, through a passage with a float chamber for containing fuel, and through a gas passageway with a conditioning and control svstem for supplying gas under pressure higher than ambient pressure to said atomizer 5aid c~tomiæer being tipped with a di~Euser opening towards the engine inlet manifold above the throttle where the mixture is mixed with induced air to produoe. charges for the en~ine cylinders, said conditioning and control sy~tem including a pump hc~ving a governor to control a release valv~.
The condikioning and control system may further include a compensation and control reservoir connected with said pump and said gove mor, said gas passageway h~ving a deliver~ rate thr~ttle installed therein said rate khrottle being pneumatically coupled with the pressure existing downstream of the throttle and being mechanically linked with an .
~7048 accelerator pedal tandem with the throttle, and a passage for idle-run of the engine.
The throttle of the apparatus preferably consists of symmetrically opening elements, the shape of the said elements being suited to the shape o cross-section of the engine intake manifold. An idle-run atomizer can be ~;~
installed in this throttle, said atomizer operating only when the throttle is closed and consisting of a Laval nozzle located in the axis of mixture flow, a port co-axially located under the Laval nozzle being used with another suitably staged nozzle, said latter nozzle expanding the homogenized and atomized mixture under the throttle.
The float chamber may have a conventional vent hole, said vent hole being connected with the engine intake manifold space .. .. :~
~87~413 above the throttle, or preferably the said chamber being connected, through a passage, with the passage through which the compressed gas is delivered to the atomizer, this arrangement securing a suitably controlled delivery of ~uel irrespective of ~uel induced by the atomizer jets.
The conditioning and control system of the invented apparatus in-cludes a gas delivery unit, said unit preferably consituting a displacement pump coupled with the engine crankshaft and having preferably a centrifugal governor mounted on the pump shaft. The governor controls a release valve or a pressure reducing valve. The system also includes a unit controlling the conditioning syste~ and regulating the gas pressure, in accordance with engine speed and load, by means of a compensation and control reservoir with passages connecting the said reservoir with the atomizer, by means of a rate throttle, said rate throttle being pneumatically coupled with the pressure existing below the engine throttle and being mechanically linked with the accolerator pedal tandem with the engine throttle. In an alternative arrangement, the conditioning system is controlled by means of the rate valve connected with the passage or compressed gas and with the atomizer, said rate valve being controlled either by a pneumatic actuator responding to the pressure existing below the throttle or being mechanically controlled by the accelerator pedal tandem with the throttle. Within the range of dynamic control of mixture ratio. In an alternative arrangement said conditioning systcm is controlled by an electronic control system where the basic input values ~or the said oloctronic control systom aro: engLno spoed, posltion oE tho nccolorator pedal and the mass of air charge induced by the engine: the auxiliary input values for the said electronic system being: for instance temperature and humidity of inducod air, and enginc temperature.
Thus, the novel method and apparatus has a quantitative and qualita-tive precision in the control of air-fuel ratio, and good atomization and homo~
genity of mixture is obtained thus causing the combustion process to be com-plete with a considerable excess of air, the volumetric efficiency of cylinder ~8704t~
~lso beingimproved. In consequence a higher economy in fuel consumption is achieved, the contents of toxic constituents in exhaust gases is reduced, and the overall performance of the engine is improved (i.e. the power and the torque of the engine). The invented apparatus is also relatively simple in construction and in production.
An embodiment o~ ~he invention will now be described by way of ex~
ample and with reference to the accompanying drawing in which:
Figure 1 illustrates the novel apparatus diagramatically;
Figure 2 illustrates an idle-run atomizer of the apparatus;
Figure 3 illustrates in longitudinal section an alternative embodi-ment of the apparatus; `
Figure 4 illustrates in longitudinal section, the apparatus with an atomizer in the alternative embodiment;
Figure 5 i}lustrates the apparatus as viewed from the top and with rate valve illustrated in section;
Figure 6 illustrates in section the atomizer in the alternatlve em-bodiment; and ~igure 7 illustrates in section the alternative embodiment of the atomizer supplied from two sources of gas.
As illustrated in the drawings, the novel apparatus alternatively includes an atomizer 1 ~Figure 1), an atomizer 2 ~Figures 3, 6), or an atomizer 3 ~Figures ~,7), said atomizer being installed in the intake maniEold ~ of the engine before a throttle 5 (~igure 1) or beEore fl throttle 6 ~igures 3,4), and boing connected with a eloat chamber 8 by means oE a Euol upply passnge 7, and with a conditioning and control system by means of a passage 9, through which the air or other gas under pressure higher than the ambient pressure, e.g. exhaust gases is being supplied.
The pressure of gas supplied through passage 9 is obtained by con-ventional methods and is principally controlled by the engine speed and load, said pressure determining at a particular moment the rate of delivered fuel, .. ... .... ... . . . .. ... :
~t3704~1 ~
and acting at the same time as an agent to atomi~e fuel and to homogenize the mixture in successive stages of atomizer 1l 2, 3. The atomizer is tipped with a diffuser 10, said difuser expanding the mixture into the intake manifold 4 of the engine above of the throttle 5, 6, where the mixture is mixed with air induced by the engine, said mixture then 10wing into the engine cylinders.
The multi-stage atomizer 1, or 2J or 3, of the novel apparatus con-sists of a series of nozzles of various shape, size, stages and directions of operation, and includes the fuel supply passages, said atomizer preferably constituting a self-contained element causing the fuel to be several times more thoroughly atomized and homogenized due to various velocities and flow directions of streams of gas. Certain stages of the atomizer can be supplied with gas under pressure which is controlled as described above, and other stages can be supplied with gas of pressure determined by other parameters;
e.g. one or two stages of atomizer 3 are connected with passage 11 through which the exhaust gases are delivered from the exhaust system.
In the idle-run of the engine when the engine throttle 5, or pre-eerably throttle 6, is closed, tsaid throttle 6 consisting of symmetrically opening elements whose shape is suited to the shape of the cross-section of the engine intake manifold), and when the fuel delivery rate is small and the atomization poor, the high difference of pressures which exists above and below of throttle 5, 6 can success~ully be used to homogenize the m:ixturo furthor by causing its previously separatod high-velocity streams to collide and expand -ln an idl~-run atom:izor 12. Tho idlo-run atomlzer consis~ing Oe a Laval nozzlo, a port situated co-axially under tho Laval nozzle, and another nozzle, said latter nozzle being suitably staged and expanding the homogenized and atomized mixture below o~ the throttle 5, 6.
As illustrated in ~igure 1 the float chamber 8 has a conventional vent hole, said vent hole being connected with the engine intake maniold 4, namely with the space of said manifold above of the throttle, or preferably the said chamber being connected, through a passage 13, with passage 9 as it ~87~48 ;
is shown in Figure 3 and in Figure 4. This provides an advantageous control of fuel delivery to the atomizer nozzles simultaneously with fuel induction.
lhe conditioning and control system of the apparatus includes a gas delivery unit, said unit pre~erably constituting a displacement pump 14 coupled with the engine crankshaft and having preferably a centrifugal governor 15 mounted on the pump shaft, said governor controlling a release valve 16 or of -a pressure reducing valve. The conditioning and control system further in- `
cludes a control unit regulating the pressure of gas delivered above the atomizer 1, 2, 3 in accordance with the engine speed and load and in accordance with other additional parameters.
In an alternative version shown in Figure l the control system of the novel apparatus includes a compensating and control reservoir 17, a passage 9 with a rate throttle installed inside which is pneumatically coupled with the pressure existing below the throttle 5 and mechanically linked with accelerator pedal tandem with the throttle 5, and an idle-run passage 19, said components operating so that in the idle-run, when throttles 5, 18 are closedJ the gas flows only through the passage 19. At partial loads of the engine the gas flows through the passage 9 in a rate in accordance with partial opening of throttle 5 and in accordance with partial opening of the rate throttle 18. At the full load of the engine enrichment of mixture is dynami-cally controlled, at a fully open throttle 5, by further opening the rate throttle 18. In a coasting condition when the braking o~ecct Oe the engine is used, ~he throttles 5, 18 and the idle-run passage 19 Oe the ongine nre closed.
In an altornatlvo ombodiment shown ln ~iguros 3, ~, and 5 the control system includes a delivery rate valve 20 installed in the passage 9 and con-trolled by a pneumatic actuator 21 by the value of pressure existing below the throttloJ snid rato valve 20 being also mechanically controlled by the accele-rator pedal tandem with throttle 5, 6. The control system operates so that, in coasting the delivery rate valve 20 is fully closed, in the idle-run only the port is open as required, at partial load o~ the engine the delivery rate ..... .. .. . . .
~87~9L8 valve 20 opens in the function of pressure existing below of the throttle 5, 6, said function depending on the engine speed and load, and at full load of the engine enrichment of the mixture is dynamically controlled, at throttle 5J 6 fully open, by the delivery rate valve 20 being further opened mechanical- :
ly by stepping on the accelerator pedal until the said valve is fully open.
In yet an alternative embodiment of the novel apparatus the pressure ~
of gas delivered to the atomizer 1, 2, 3 is controlled by means of an electro- ;
nic system directly controlling the pressure and the delivery rate of pump or of pressure reducing in accordance with an output signal determined by the in values and data such as the engine speed, the position of accelerator pedal, the mass of charge induced by the engine, the temperature and the humidity of air induced by the engine, and the engine temperature.
Claims (13)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A method for preparation of an air-fuel mixture by fuel atomization using a high-velocity gas as an atomizing agent, wherein the fuel is continu-ously induced by means of said gas under pressure higher than ambient pressure, the amount of induced fuel being proportional to the pressure of said gas, said pressure being at least partially controlled by engine speed and load, so that in the range of engine full loads a mixture ratio giving a maximum effective pressure is obtained and in the range of engine partial loads, a mixture ratio giving at least one of a minimum consumption of fuel, and a minimum of toxic components in exhaust gases is obtained, said fuel being continuously atomized and homogenized, a mixture thus prepared being intro-duced to an engine inlet manifold upstream of a throttle, said mixture mixing in said inlet manifold with gas induced by the engine to charge the engine cylinders, while under engine coasting conditions when the braking effect of the engine is utilized and the throttle is closed a pressure difference is utilized to cease delivery of compressed gas to the atomizer and to interrupt the admission of fuel.
2. A method as claimed in Claim 1, wherein, during idle-run of the engine when the throttle is closed and when fuel demand is small and the quality of atomization is poor, a high difference of pressure existing up-stream and down stream of the throttle is utilized to homogenize further the air-fuel mixture by causing the previously separated high-velocity streams of mixture to collide and expand.
3. A method as claimed in Claim 1 or 2, wherein a substantially axial flow of mixture is passed through symmetrically opening elements in said throttle.
4. A method as claimed in Claim 1, wherein the fuel is also contin-uously delivered, by means of gas under pressure controlled as in Claim 1, to nozzles of an atomizer, and said atomizer is combined with a mechanical element with constant flow parameters and where atomization is effected by the action of streams of gas under controlled pressure, said gas pressure being controlled, as in Claim 1, by means of a gas delivery rate valve, said rate valve being controlled by a pneumatic actuator, the operation of the said actuator being governed by the pressure existing below the throttle, said gas pressure being also mechanically controlled by an accelerator linkage in tandem with the throttle.
5. A method as claimed in claim 1 wherein the fuel is also delivered by means of a gas under pressure controlled as in claim 1 to atomizer nozzles of an atomizer, said atomizer being a combined mechanical element with constant flow parameters, and wherein the atomizer has stages in which said gas under controlled pressure is used for fuel atomization while in other stages of atomization a second gas pressurized according to other parameters is used, the pressure of said gas under controlled pressure being controlled, as in Claim 1, by means of a gas delivery rate valve, said rate valve being controlled by a pneumatic actuator, the operation of the said actuator being governed by the pressure existing below the throttle, said gas pressure being also mechanically controlled by an accelerator linkage in tandem with the throttle.
6. A method as claimed in Claim 1, 4 or 5, wherein the gas pressure and the rate of gas delivered to the atomizer are determined by engine speed, position of accelerator pedal, mass of the charge induced by the engine, and additional data such as the temperature and humidity of air induced by the engine, and engine temperature.
7. An apparatus for preparation of an air-fuel mixture comprising a multi-stage atomizer consisting of a series of nozzles of various shapes, sizes, stages and directions of operation and of fuel and communicating passages, said atomizer constituting a self-contained element installable in an inlet manifold of an internal combustion engine upstream of a throttle and being connected, through a passage with a float chamber for containing fuel, and through a gas passageway with a conditioning and control system for supplying gas under pressure higher than ambient pressure to said automizer, said atomizer being tipped with a diffuser opening towards the engine inlet manifold above the throttle where the mixture is mixed with induced air to produce charges for the engine cylinders, said conditioning and control system including a pump having a governor to control a release valve.
8. An apparatus as claimed in Claim 7, wherein said conditioning and contact system further includes a compensation and control reservoir con-nected with said pump and said governor, said gas passageway having a delivery rate throttle installed therein, said rate throttle being pneumatically coupled with the pressure existing downstream of the throttle and being mechanically linked with an accelerator pedal in tandem with the throttle, and a passage for idle-run of the engine.
9. An apparatus as claimed in Claim 7, wherein the throttle consists of symmetrically opening elements, the shape of said elements being suited to the shape of cross-section of the inlet manifold of the engine.
10. An apparatus as claimed in Claim 7, 8 or 9, wherein the throttle is equipped with an idle-run atomizer for the idle-run of the engine, said idle-run atomizer consisting of a Laval nozzle situated co-axially with the stream of flowing mixture, a port co-axially situated under the said Laval nozzle, and another suitably staged nozzle to expand the mixture.
11. An apparatus as claimed in Claim 7, wherein said atomizer con-stitutes a combined mechanical element whose flow parameters are constant, the fuel being not only induced by the said atomizer but also delivered under regulated pressure from the float chamber, said float chamber being connected through a passage with the gas passageway, certain stages of the said atomizer being connected with the gas passageway and the others being connected with a third passage through which a gas with a pressure controlled by other parameters is delivered, the control system controlling the pressure in the gas passageway including, a delivery rate valve which is mechanically linked with a pneumatic actuator, said actuator being controlled by the pressure existing below the throttle said valve being also linked with an accelerator pedal in tandem with the throttle.
12. An apparatus as claimed in Claim 7 or 11, wherein the conditioning and control system constitutes an electronic system responsive to signals from parameters such as engine speed, position of gas pedal, the mass of charge induced by the engine, the temperature and humidity of air induced by the engine, and engine temperature, said electronic system directing output signals to one of the pump and the pressure release valve and also regula-ting the pressure and the delivery rate of gas in the gas passageway.
13. A method for preparation of air-fuel mixture by fuel atomization using a high-velocity gas as an atomizing agent, wherein the fuel is continuously induced by means of said gas under the pressure higher than the ambient pressure, said gas being used in an amount from few to ten percent of the charge induced by the engine, the amount of the drawn fuel being pro-portional to the pressure of the said gas, said pressure being controlled by engine speed and load, and if necessary other additional parameters so that in the range of engine full loads a mixture ratio giving a maximum effec-tive pressure is obtained, and that in the range of engine partial loads a mixture ratio giving at least one of a minimum consumption of fuel a minimum of toxic components in exhaust gases is obtained, the fuel being, at the same time, continuously atomized and homogenized, preferably several times, by means of an atomizer installed in the inlet manifold of the engine before the throttle, and the gas under the pressure controlled as described above can be used for certain stages of atomization, while for other stages of atom-ization the gas, e.g. exhaust gases, under a pressure different from the controlled pressure can be used, a mixture thus prepared being introduced to the intake manifold of the engine before the throttle where it is mixed with the air induced by the engine to charge the cylinders in a conventional way, while in the idle-run of the engine when the demand of fuel is small and the quality of atomization is poor, a high difference of pressures exist-ing above and below of the throttle can successfully be used for a further homogenization of mixture by causing the previously separated high-velocity streams of mixture to collide and expand, while for coasting conditions when the braking effect of the engine is used a still higher difference of pressures can be used for cancelling of the flow of compressed gas delivered above of the atomizer, thus terminating the flow of fuel.
Applications Claiming Priority (10)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PL19208476A PL108208B1 (en) | 1976-08-27 | 1976-08-27 | METHOD AND APPARATUS FOR PREPARING AIR-FUEL MIXTURSPOSOBE AND DEVICE FOR PREPARING AN AVIATION-AIR MIXTURE |
| PLP-192084 | 1976-08-27 | ||
| PLP-193026 | 1976-10-13 | ||
| PL19302676A PL111505B3 (en) | 1976-10-13 | 1976-10-13 | Idle-run fuel mixture atomizing device |
| PL19596177A PL122291B1 (en) | 1977-02-11 | 1977-02-11 | Throttle in particular for a carburettor |
| PLP-195961 | 1977-02-11 | ||
| PLP-197978 | 1977-05-06 | ||
| PL19797877A PL118397B3 (en) | 1977-05-06 | 1977-05-06 | Method of and apparatus for preparing a fuel-and-air mixturenojj smesi |
| PL19979077A PL121641B3 (en) | 1977-07-21 | 1977-07-21 | Method of and apparatus for preparing an air-fuel mixturehnojj smesi |
| PLP-199790 | 1977-07-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1087048A true CA1087048A (en) | 1980-10-07 |
Family
ID=27532672
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA285,618A Expired CA1087048A (en) | 1976-08-27 | 1977-08-29 | Method and apparatus for preparation of air-fuel mixture |
Country Status (8)
| Country | Link |
|---|---|
| JP (1) | JPS5329413A (en) |
| CA (1) | CA1087048A (en) |
| DE (1) | DE2738428C2 (en) |
| FR (1) | FR2363004A1 (en) |
| GB (1) | GB1573747A (en) |
| IT (1) | IT1083602B (en) |
| SE (1) | SE7709569L (en) |
| SU (1) | SU1140690A3 (en) |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR611355A (en) * | 1925-09-17 | 1926-09-27 | Improvements to internal combustion engine carburetors | |
| FR630593A (en) * | 1927-03-09 | 1927-12-05 | Improvements to internal combustion engines | |
| US2013734A (en) * | 1932-02-01 | 1935-09-10 | Augustin M Prentiss | Carburetor |
| FR821896A (en) * | 1937-05-14 | 1937-12-15 | Advanced carburettor | |
| CH525386A (en) * | 1969-03-26 | 1972-07-15 | Atomjuboll S R L | Carburetor with auxiliary fuel pump for internal combustion engines |
| DE2219666A1 (en) * | 1972-04-21 | 1973-12-20 | Kugelfischer G Schaefer & Co | MIXTURE PREPARATION DEVICE FOR OTTO COMBUSTION MACHINES |
| JPS5219254B2 (en) * | 1973-09-19 | 1977-05-26 |
-
1977
- 1977-08-24 GB GB3540877A patent/GB1573747A/en not_active Expired
- 1977-08-25 DE DE19772738428 patent/DE2738428C2/en not_active Expired
- 1977-08-25 SE SE7709569A patent/SE7709569L/en not_active Application Discontinuation
- 1977-08-26 JP JP10177877A patent/JPS5329413A/en active Granted
- 1977-08-26 IT IT6891977A patent/IT1083602B/en active
- 1977-08-26 FR FR7726060A patent/FR2363004A1/en active Granted
- 1977-08-26 SU SU772513751A patent/SU1140690A3/en active
- 1977-08-29 CA CA285,618A patent/CA1087048A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| FR2363004A1 (en) | 1978-03-24 |
| DE2738428A1 (en) | 1978-03-02 |
| SE7709569L (en) | 1978-02-28 |
| GB1573747A (en) | 1980-08-28 |
| IT1083602B (en) | 1985-05-21 |
| JPS5329413A (en) | 1978-03-18 |
| DE2738428C2 (en) | 1983-04-28 |
| FR2363004B1 (en) | 1983-02-04 |
| SU1140690A3 (en) | 1985-02-15 |
| JPS6124539B2 (en) | 1986-06-11 |
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| MKEX | Expiry |