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EP0233612A2 - Carburateur pour moteurs à combustion interne - Google Patents

Carburateur pour moteurs à combustion interne Download PDF

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Publication number
EP0233612A2
EP0233612A2 EP87102088A EP87102088A EP0233612A2 EP 0233612 A2 EP0233612 A2 EP 0233612A2 EP 87102088 A EP87102088 A EP 87102088A EP 87102088 A EP87102088 A EP 87102088A EP 0233612 A2 EP0233612 A2 EP 0233612A2
Authority
EP
European Patent Office
Prior art keywords
fuel
cross
channel
carburetor according
carburetor
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.)
Granted
Application number
EP87102088A
Other languages
German (de)
English (en)
Other versions
EP0233612B1 (fr
EP0233612A3 (en
Inventor
Joseph Plannerer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
VJA FOUNDATION
Original Assignee
VJA FOUNDATION
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 VJA FOUNDATION filed Critical VJA FOUNDATION
Priority to AT87102088T priority Critical patent/ATE84119T1/de
Publication of EP0233612A2 publication Critical patent/EP0233612A2/fr
Publication of EP0233612A3 publication Critical patent/EP0233612A3/de
Application granted granted Critical
Publication of EP0233612B1 publication Critical patent/EP0233612B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M3/00—Idling devices for carburettors
    • F02M3/08—Other details of idling devices
    • F02M3/12—Passageway systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/78—Sonic flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/81—Percolation control

Definitions

  • the invention relates to a carburetor for internal combustion engines, according to the preamble of claim 1 and an idling installation part therefor according to the preamble of claim 20.
  • Such a carburetor is known from DE-AS 24 52 342.
  • the idle duct arrangement is guided in the material of the carburetor housing, primary air being fed to the fuel in the vertically arranged fuel duct via a branch duct arranged at an acute angle to form an emulsion.
  • the emulsion At the lower end of the fuel channel, the emulsion first enters a storage space for transition bores, which open into the intake channel in the closed position in the contact area of the edge of the throttle valve.
  • the fuel channel is in another on the side of the supply chamber opposite the inlet Feed chamber of the idling system, from which the fuel reaches a mixing chamber for the admixture of combustion air via a throttle bore which can be adjusted in cross section by means of an adjusting screw and throttle mandrel.
  • a mixing chamber for the admixture of combustion air via a throttle bore which can be adjusted in cross section by means of an adjusting screw and throttle mandrel.
  • the fuel-air mixture On the side of the mixing chamber opposite the throttle bore, the fuel-air mixture enters a tube which extends far into the intake duct below the throttle valve and has a step-shaped throttle point on its side adjacent to the mixing chamber, which constricts the cross section to produce the speed of sound in the flow of the idle duct arrangement represents.
  • the combustion air is fed to the mixing chamber from an intake opening in the wall of the intake duct above the throttle valve via a throttle, which in the mixing chamber leads to a negative pressure required for conveying the fuel out of the fuel duct.
  • the negative pressure generated in the mixing chamber must be quite substantial, since it must lead to an exit of the fuel from the adjacent throttle opening at a relatively high speed, which must be fed to the narrow inlet of the throttle point on the other side of the mixing chamber without the Mixing chamber is contaminated by coking condensate on its walls. This must be achieved, although considerable pressure losses occur in the area of the supply chamber for the transition bores and the supply chamber for the idling system with the throttle mandrel. Therefore, the vacuum of the combustion air in the mixing chamber must be quite substantial.
  • the pressure in the mixing chamber must still be almost twice the pressure in the intake pipe if the cross-sectional constriction is to achieve the speed of sound. So if you assume a pressure in the mixing chamber of 0.75 bar at which If the emulsion is just being adequately conveyed, a pressure in the intake pipe of at most about 0.4 bar is required in order to achieve the speed of sound at the cross-sectional constriction and thus the desired relatively fine atomization.
  • the desired fine atomization can no longer be achieved even in the lower part-load range, and the setting is extremely susceptible to failure even in the actual idling mode, so that the engine can die, for example, when the air conditioning system is switched on automatically.
  • an incomplete "gasification" i.e. reduction of the droplet diameter of the fuel down to almost the molecular range, is achieved, since the combustion air present at low pressure and low speed with the emulsion, the also enters the mixing chamber at a relatively slow speed, already together in the mixing chamber is brought so that there is no significant effect in terms of reducing the droplet diameter at the mixing point.
  • the fuel-air mixture with relatively large droplet diameters thus reaches the range of the sound flow, if this is achieved at all, and the droplet diameter can only be reduced subsequently by the action of pressure waves. Even when the speed of sound is achieved in the cross-sectional constriction, subsequent crushing of the droplets in the mixture is thus achieved only to a limited extent, and such a reduction is almost completely eliminated without reaching the speed of sound.
  • the invention has for its object to provide a carburetor of the type specified in the preamble of claim l, the idling system results in the best possible mixture preparation and homogeneous mixture supply to all cylinders with stable operation both in idle mode and under partial load.
  • the end of the fuel channel is designed as a tubular nozzle and is arranged in a concentric supply channel for the combustion air results in a concentric flow around the fuel channel and the outlet opening thereof with combustion air, which is rectified with the conveying direction of the fuel in the fuel channel. This also serves to cool the fuel and to avoid the formation of vapor bubbles in the fuel which cause inhomogeneities.
  • the mouth of the tubular nozzle is arranged in the region of the cross-sectional constriction arranged in the combustion air duct, the fuel is added to the combustion air flowing at the speed of sound, and thus already in Torn into tiny droplets as the mixture mixes;
  • pressure surges downstream of the admixing point lead to a further intensification of the mixing and homogenization of the mixture and to further comminution of larger droplets that are still present. This results in an almost real physical gasification of the fuel in the mixture, so that it is in an almost molecular particle size.
  • the speed of sound at the cross-sectional constriction is achieved with a high degree of certainty and in particular also in part-load operation, since the entire pressure drop between approximately ambient pressure and the pressure in the intake pipe can be used to achieve the critical pressure ratio. Even if the pressure in the intake pipe rises above 0.5 bar, the speed of sound at the cross-sectional constriction can still be achieved. Even with a possible transition from the Laval flow to a Venturi flow under certain operating conditions, there is still a very fine division and homogeneous mixing, since only the sonic pressure surges are eliminated, but the mixing is still carried out using the maximum achievable speed differences.
  • the carburetor according to claim 2 in a manner known per se has a device for introducing primary air into the fuel to form an emulsion, is achieved in the context of the invention that a larger mass flow passes through the tubular nozzle to promote a certain amount of fuel than in promotion fuel alone.
  • a larger mass flow passes through the tubular nozzle to promote a certain amount of fuel than in promotion fuel alone.
  • the fuel channel as a whole is designed as a tube lying in the air flow, there is, in addition to a correspondingly intensive cooling by the air flowing around, the possibility of sucking in the primary air to form the emulsion according to claim 4 in a simple manner through peripheral openings in the tube wall.
  • the arrangement and design of the openings can easily be designed for the desired primary air quantity and primary air distribution.
  • the primary air supplied to the fuel also serves to further cool the fuel from the inside. The relatively intensive cooling achieved in this way not only minimizes the risk of vapor bubbles forming, but also increases the thermal efficiency. Because the emulsion is only formed in the fuel tube thus serving as a mixing tube, segregation of the air and fuel components can be better avoided than when the primary air is introduced far upstream of the supply of the fuel or the emulsion into the combustion air.
  • the dimensioning of the cross-sectional constriction of the supply duct for combustion air according to claim 6 results in an addition of the combustion air to set a desired idling speed of the engine.
  • a throttling of the fuel supply per se is not desired in order not to generate unnecessary flow losses, it can also be advantageous for sucking in a defined desired amount of primary air in addition to the dimensioning of the openings in the wall of the tube, upstream of such Provide openings a pre-throttle to secure a corresponding negative pressure in the fuel channel.
  • This pre-throttle is designed in a particularly simple and expedient manner as a cross-sectional constriction of the fuel channel, the cross-sectional area of which is matched to the desired pressure and delivery conditions.
  • the optimum cross-sectional area is found to be the same as that of the cross-sectional constriction of the tubular nozzle, but it must be taken into account that in the assumed preferred case of emulsion, the former is flowed through by fuel alone.
  • the opening in the fuel pipe is to meter in a certain amount of air to the fuel to form the emulsion under the pressure conditions that arise, and preferably has a cross-sectional area for this purpose.
  • a plurality of smaller openings are expediently provided, which are easier to adapt to the desired cross-sectional area in terms of production technology, and in particular an unintentional fuel outlet in unsteady phases then complicate if they are attached to the top of the fuel pipe.
  • a shut-off device is arranged in the fuel line according to claim 10, which isolates the fuel line during service interruptions closes automatically. If the shut-off device is placed as close as possible to the outlet area of the idle channel arrangement, the amount of fuel that inevitably drips from the fuel line when the operation is interrupted is also minimized.
  • the air line and / or the fuel line of the idle channel arrangement are expediently designed as lines arranged freely next to the carburetor housing.
  • the air line and / or the fuel line of the idle channel arrangement are expediently designed as lines arranged freely next to the carburetor housing.
  • the design as a line arranged freely next to the carburetor housing results in the particular advantage of cooling the hot fuel drawn from the float housing in such a free line. This reduces hot start problems in particular.
  • the fuel line should end in the connecting piece with an axis lying transversely to the axis of the fuel channel, which at the same time results in a space-saving design that is regularly desired at this point.
  • this arrangement further serves, in particular, to provide an annular catch chamber for small steam bubbles possibly striving back from the fuel pipe, the passage of which into the fuel line could coagulate too large steam bubbles to give rise to malfunctions.
  • the connecting piece protrudes from above through the capture chamber and forms its inner wall.
  • the entry opening of the Brenn is arranged laterally at a height that lies above the outlet opening of the connecting piece.
  • the vapor bubbles which are in any case limited in size to the volume of the trap chamber, can be drawn back into the fuel channel in the course of further fuel delivery and can exit the fuel channel into the combustion air stream without malfunction together with the fuel or the emulsion.
  • the arrangement is such that the fuel flow is guided from the float chamber to the entry into the inlet opening of the fuel pipe with the same flow cross section. This results in a uniform flow speed, and thus insensitivity to transient influences such as vibrations, different inclinations during ascent and descent, formation of dead zones or the like.
  • the outlet region of the idle duct arrangement which has the fuel duct is designed as a separate housing which penetrates the wall of the carburetor housing or of the intake duct with a nozzle pipe forming the combustion air duct, for example in the area of the carburetor base plate.
  • a particularly low-loss inflow and good acceleration into the supersonic area before detachment and flow change occur is achieved according to claim l7 in that the area of the cross-sectional constriction of the combustion air duct is designed in the manner of a converging-diverging Laval nozzle.
  • the downward incline primarily contributes to minimizing the flow losses and in the part-load range to increasing the local negative pressure at the outlet mouth of the idling channel arrangement
  • the lateral inclination primarily serves to improve the mixing; Since the fuel is already in a practically "gasified" form at this point, centrifuging of fuel droplets with corresponding condensate formation is not to be feared times the flow, due to its downward direction, immediately enters the area of the considerably enlarged intake pipe.
  • an idle installation part according to the invention is specified, which can be produced as an individual and compact part independently of the carburetor and - also for subsequent installation - sold.
  • This manufacturing and distribution possibility of such separate built-in parts is of particular importance in the context of the present invention, since it makes it possible to use the invention independently of the series products of the automobile or carburetor manufacturers and thus individual decisions of the end users in favor of a contribution to protecting the energy sources and to relieve the environment of pollutants.
  • the carburetor illustrated in FIG. 1 has in the usual way an air filter 1, a carburetor housing 2 and, penetrating this, an intake duct 3 which draws ambient air through the air filter 1.
  • the Carburetor housing 2 has a base plate 4 for connection to an intake pipe 5 of an intake system 6, which supplies the cylinders of the internal combustion engine with fuel-air mixture in the usual way and on which the base plate 4 is fitted via a conventional seal 7.
  • a throttle valve 8 is arranged in the intake duct 3 and practically completely closes the intake duct 3 in the idle position.
  • the illustrated carburetor is designed as a register carburetor in the example and has an intake duct 9 of the second stage, the throttle valve 10 of which begins to open in the usual manner when higher speeds are reached.
  • the carburetor housing 2 is formed in the usual way as a cast part and, in addition to the base plate 4, consists of two stacked housing parts ll and l2, the section in the illustration according to FIG. 1 in the area of the base plate 4 along the axes of the intake ducts 3 and 9, in Area of the housing parts ll and l2, on the other hand, is guided through a float chamber l4 in a plane in front of it.
  • Fuel is supplied to the float chamber l4 under the control of a float l3, from where the fuel is removed via a fuel line l5 in the form of a tube or hose freely arranged next to the carburetor housing 2.
  • Oil mist accumulating in the crankcase and in the entire engine block is fed to the air filter l via a cylinder head ventilation line l6.
  • the cylinder head ventilation line l6 does not lead directly to the air filter l, but rather into an air line l7 connected to the air filter l.
  • the fuel line l5 and the air line l7 form part of an idle channel arrangement, designated overall by l8, with which the fuel and air form an idle system can be supplied, which opens downstream of the throttle valve 8 in the intake duct 3.
  • the throttle valve 8 in a carburetor according to the invention must be idling in a position in which it closes the intake duct 3 of the first stage practically completely, so that no noticeable air flow past the throttle valve 8 is possible, and also others channels that allow the supply of false air are missing or are closed.
  • transition openings 19 can be provided in the usual way, unless another transition system is used for the mixture supply in the transition area between idle and part load.
  • the exit region of the idling channel arrangement 18, designated 20, is illustrated in more detail in FIGS. 2 and 3.
  • the fuel line l5 ends in a connecting piece 2l and the air line l7 in a connecting piece 22, which are mounted on a housing 23.
  • the housing 23 consists essentially of a nozzle pipe 24 for forming a supply duct 25 for combustion air around a fuel pipe 26, which forms a fuel duct 27.
  • the housing 23 is connected to a bearing section 28 essentially formed by the nozzle tube 24 for receiving in the carburetor wall 2 from a rear housing body 29 in the area of the connecting pieces 2l and 22 with end faces 30 adjacent to the bearing section 28 and a connecting part 3l made of poorly heat-conducting Material, in the example plastic, while all other elements are made of metal.
  • the fuel pipe 26 has at its front end a pipe nozzle 32 with a cross-sectional constriction 33 with a cross-sectional area of 0.12 mm2 in the example, which at the same time forms an orifice 34 for the exit of fuel or emulsion.
  • the top of the fuel tube 26 is provided with, in the example, two round openings 35 which are axially spaced from one another and have a diameter of 0.5 mm or 0.6 mm, that is to say a total cross-sectional area of approximately 0.45 mm 2 , which allow the air flowing around the fuel pipe 26 to access the fuel channel 27, so that a fuel emulsion is formed there.
  • a pre-throttle 36 Arranged upstream of the openings 35 is a pre-throttle 36 which, in the example, has the shape of a cross-sectional constriction 37 with a cross-sectional area of 0.12 mm 2.
  • the fuel channel 27 opens with an inlet opening 38 into a collecting chamber 39, through which the connecting piece 2l of the fuel line l5 protrudes, and which is made of plastic in the connecting part 3l.
  • the outlet opening 2l labeled 40 is lower than the lower edge of the inlet opening 38 of the fuel channel 27 and thus also below the catch chamber 39, so that when fuel is supplied from the outlet opening 40 of the connection nozzle 20 via the catch chamber 39 into the inlet opening 38 of the fuel channel 27 creates a siphon-like effect.
  • the pipe nozzle 32 with the cross-sectional constriction 33 of the fuel tube 26 lies in the region of a cross-sectional constriction 4l upstream of the outlet opening of the idling duct arrangement l8 denoted by 42 into the intake duct 3.
  • the cross-sectional constriction 4l is designed in the manner of a converging-diverging Laval nozzle, so that when the critical pressure is exceeded ratio between levels A and B in the cross-sectional constriction 4l flow at the speed of sound and in the subsequent slightly divergent part of the nozzle tube 24 there is supersonic flow until detachment and flow change take place.
  • the cross-sectional constriction 4l in the example which results in optimal working conditions for a 2.8l engine, has a free cross-sectional area of approximately 16 mm2.
  • the fuel pipe 26 and the nozzle pipe 24 are concentric about an axis 43 which intersects the transverse axis 44 of the connecting piece 2l of the fuel line l5.
  • the axis 45 of the connecting piece 22 of the air line l7 is transverse to the axis 43, but need not cut it.
  • the connecting part 3l is rotatably mounted together with the fuel pipe 26 with a corresponding pivoting of the connecting piece 2l in the housing body 29, for which purpose the connecting piece 2l is guided in a slot 46 of the housing body 29.
  • the axis 47 of the slot 46 is not perpendicular, but at an angle to the axis 43, so that the rotational movement of the connecting part 3l and the fuel pipe 26 while pivoting the connecting piece 2l also leads to an axial movement of the fuel pipe 26.
  • the exact position of the mouth 34 of the tubular nozzle 32 relative to the cross-sectional constriction 4l can be finely adjusted according to the respective needs.
  • the length of the slot 46 may allow a twist angle of the connecting part 3l of 30 ° and be inclined at an angle of l3 ° to the axis 43, so that there is an adjustment path of the order of one millimeter.
  • the entire nozzle tube 24 can be inserted into a corresponding bore in the carburetor housing 2 up to the stop on the front end faces 30 of the housing body 29.
  • the axis 43 can be inclined by an angle ⁇ with respect to the horizontal, where ⁇ can be between approximately 0 ° and 30 ° and, in the example, due to the structural limitation due to the height of the base plate 4 at 10 ° may lie.
  • the axis 43 need not intersect the central axis of the intake duct 3, but instead the axis 43 can be tilted away from the radial in such a way that the mass flow exit from the outlet opening 42 is directed more tangentially into the interior of the intake pipe 3 is.
  • a flare angle from the radial can be between 15 ° and 40 °, and in the example may be 20 °, measured at the intersection of the axis 43 in FIG. 1 with the extension of the lateral surface of the intake duct 3.
  • the throttle valve 8 In idle operation, the throttle valve 8 is closed, so that the negative pressure which arises in the intake duct 3 downstream of the throttle valve 8, through the intake strokes of the cylinders, acts in full on the outlet mouth 42 and through it into the idle duct arrangement 18.
  • air is first sucked through the air line l7, the oil mist present in the cylinder head ventilation line l6 also being sucked in, supplemented by air from the area of the air filter l.
  • This air flow has only a slight pressure drop, so that there is approximately atmospheric pressure in plane A, while in the area of the intake duct 3 there is a pressure of, for example, only 0.4 bar at the outlet mouth 42. This is the critical pressure ratio between levels A and B. significantly exceeded, so that in the plane of the cross-sectional constriction 4l sound flow and then supersonic flow occurs.
  • the fuel is supplied via the fuel line 15 without any particular pressure losses, it can be expedient to increase the negative pressure in the fuel channel 27 in the region of the openings 35 in order to ensure the desired entry of primary air.
  • the pre-throttle 36 is used, the cross-sectional area of the cross-sectional constriction 37 there being adapted on the one hand to the pressure drop desired there and on the other hand to the total pressure loss as far as the mouth 34 in order to achieve a desired outflow velocity of the emulsion.
  • the cross-sectional area of the cross-sectional veres is typically 37 depending on the displacement of the engine to be supplied between 0.03 mm2 and 0.3 mm2, with regard to the selected cross-sectional area of 0.12 mm2 of the cross-section constriction 33 through which emulsion flows, in the example a cross-sectional area of 0.12 mm2 for the cross-sectional constriction 37 through which fuel flows alone is selected.
  • a cross-sectional area of 0.12 mm2 for the cross-sectional constriction 37 through which fuel flows alone is selected.
  • a cross-sectional dimensioning of the cross-sectional constriction 4l with approx. L6 mm2 results in a combustion air supply to the fuel conveyed in such an amount, which results in an easily ignitable mixture in such an amount that with an 2.8l engine at an idling speed of around 600 to 700 U / min leads.
  • the throttling cross-sectional constrictions 33 and 37 cannot prevent fuel from the float chamber 14 being replenished if the operation is interrupted by the lifting principle, since upstream of the connecting piece 2l no air access into the fuel line 15 is possible.
  • the fuel line l5 is therefore provided with a shut-off element 49 which, for example, automatically closes the fuel line l5 below a pressure of 4 cm of gasoline column.
  • a shut-off element 49 which, for example, automatically closes the fuel line l5 below a pressure of 4 cm of gasoline column.
  • the connecting part 3l made of poorly heat-conducting material prevents strong heat transfer between the hot peripheral wall of the housing body 29 and the connecting piece 2l and the fuel pipe 26, wherein it should be borne in mind that the connecting piece 2l is arranged in the slot 46 with lateral play.
  • the cooling of the fuel pipe 26 by the surrounding combustion air flow in the supply duct 25 and also by the primary air introduced through the openings 35 also remain effective in the rear region of the fuel pipe 26, so that the latter remains relatively cool in the region of the inlet opening 38 as well.
  • the trapping chamber 39 prevents vapor bubbles, which are nevertheless formed in the fuel pipe 26, from being trapped in the trapping chamber 39, since steam bubbles trailing in the direction of the fuel line 15 are retained on the ceiling of the trapping chamber 39 until, for example, after slight growth and greater protrusion from above into the fuel stream, conveyed back into the fuel pipe 26 and from there are discharged together with the fuel or the emulsion from the mouth 34, which gives no cause for interference.
  • the throttle valve 8 can be completely closed in this position - possibly except for small gaps caused by manufacturing tolerances.
  • This position of the throttle valve 8 in the idle position is also used as a basis for the specified dimensions of the openings of the idle system.
  • transition opening l9 which is usually designed as an axially parallel longitudinal slot
  • transition opening l9 is also completely closed in this position by the edge of the throttle valve 8 from the negative pressure below the throttle valve 8, since then, during the transition to the partial load range, an unsteady phase with the Desired value due to this load reduced fuel supply can occur, so an "acceleration hole" occurs because the promotion of the transition opening l9 starts from the previous zero delivery only with a delay.
  • the edge of the throttle valve 8 to the wall of the intake duct 3 in the idle position has a small gap with a maximum gap width of, for example, 0.2 to 0.3 mm, the throttle valve 8 in the idle position thus does not completely close off the flow in the intake duct 3, but only throttles it.
  • a certain basic delivery of fuel or emulsion from the transition opening l9 and a corresponding air supply from the intake duct 3 then also take place in the idling position. With corresponding compensation of this additional fuel and air supply by correspondingly reduced fuel and air supply from the idling duct arrangement l8 thus the same operating conditions in the idle position as in the example mentioned above.

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP87102088A 1986-02-14 1987-02-13 Carburateur pour moteurs à combustion interne Expired - Lifetime EP0233612B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87102088T ATE84119T1 (de) 1986-02-14 1987-02-13 Vergaser fuer verbrennungsmotoren.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3604715 1986-02-14
DE19863604715 DE3604715A1 (de) 1986-02-14 1986-02-14 Vergaser fuer verbrennungsmotoren sowie leerlaufeinbauteil hierfuer

Publications (3)

Publication Number Publication Date
EP0233612A2 true EP0233612A2 (fr) 1987-08-26
EP0233612A3 EP0233612A3 (en) 1988-10-05
EP0233612B1 EP0233612B1 (fr) 1992-12-30

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP87102088A Expired - Lifetime EP0233612B1 (fr) 1986-02-14 1987-02-13 Carburateur pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US4708828A (fr)
EP (1) EP0233612B1 (fr)
AT (1) ATE84119T1 (fr)
DE (2) DE3604715A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0741241A1 (fr) * 1995-05-05 1996-11-06 Société Anonyme dite: REGIE NATIONALE DES USINES RENAULT Moteur à combustion interne pour véhicule automobile muni d'un dispositif perfectionné d'amplification de la dépression du cicuit d'admission
FR2733793A1 (fr) * 1995-05-05 1996-11-08 Renault Moteur a combustion interne pour vehicule automobile muni d'un dispositif perfectionne d'amplification de la depression du circuit d'admission
FR2733794A1 (fr) * 1995-05-05 1996-11-08 Renault Moteur a combustion interne de vehicule automobile muni d'un dispositif parallele d'amplification de la depression du circuit d'admission

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Publication number Priority date Publication date Assignee Title
US4787404A (en) * 1987-06-12 1988-11-29 International Business Machines Corporation Low flow rate-low pressure atomizer device
DE19549628B4 (de) * 1995-05-26 2006-08-17 Ryoden Semiconductor System Engineering Corp., Itami Waschverfahren eines Halbleitersubstrats
DE10150931A1 (de) * 2001-10-11 2003-04-30 Lueder Gerking Verbesserte Gemischbildung in Verbrennungskraftmaschinen
US9707530B2 (en) * 2012-08-21 2017-07-18 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor
US9689615B2 (en) * 2012-08-21 2017-06-27 Uop Llc Steady state high temperature reactor
US9656229B2 (en) * 2012-08-21 2017-05-23 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor
US10160697B2 (en) * 2012-08-21 2018-12-25 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor
US10029957B2 (en) * 2012-08-21 2018-07-24 Uop Llc Methane conversion apparatus and process using a supersonic flow reactor

Citations (5)

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Publication number Priority date Publication date Assignee Title
US1809387A (en) * 1926-08-18 1931-06-09 Thelma Carburator Company Sa Carburetor
US1831056A (en) * 1925-12-17 1931-11-10 Carter Carburetor Corp Carburetor
DE2053991A1 (de) * 1970-11-03 1972-05-10 Plannerer, Joseph, 8000 München Einrichtung zum Zuführen, Beimischen und Verbessern der Feinst-Zerstäubung eines ersten Mediums in einem zweiten Medium unter der Einwirkung von Unter- bzw. Überdruck
DE2452342A1 (de) * 1973-11-16 1975-05-22 Ford Werke Ag Vergaser fuer verbrennungsmotoren
EP0036524A2 (fr) * 1980-03-11 1981-09-30 Nissan Motor Co., Ltd. Carburateur pour un moteur à combustion

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EP0741241A1 (fr) * 1995-05-05 1996-11-06 Société Anonyme dite: REGIE NATIONALE DES USINES RENAULT Moteur à combustion interne pour véhicule automobile muni d'un dispositif perfectionné d'amplification de la dépression du cicuit d'admission
FR2733793A1 (fr) * 1995-05-05 1996-11-08 Renault Moteur a combustion interne pour vehicule automobile muni d'un dispositif perfectionne d'amplification de la depression du circuit d'admission
FR2733794A1 (fr) * 1995-05-05 1996-11-08 Renault Moteur a combustion interne de vehicule automobile muni d'un dispositif parallele d'amplification de la depression du circuit d'admission

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US4708828A (en) 1987-11-24
ATE84119T1 (de) 1993-01-15
DE3783241D1 (de) 1993-02-11
EP0233612B1 (fr) 1992-12-30
EP0233612A3 (en) 1988-10-05
DE3604715A1 (de) 1987-08-20

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