U.S. patent number 3,713,630 [Application Number 05/168,620] was granted by the patent office on 1973-01-30 for multicylinder carburetor.
Invention is credited to Pierre Gele, Bernard Laprade, Xavier Laprade.
United States Patent |
3,713,630 |
Laprade , et al. |
January 30, 1973 |
MULTICYLINDER CARBURETOR
Abstract
A carburation system for multicylinder engines having an
auxiliary throttle member in the intake pipe upstream of the main
throttle member and controlled by the rate of air flow through the
intake pipe and serving to control the rate of fuel delivery.
Inventors: |
Laprade; Bernard (Odos-Tarbes,
FR), Laprade; Xavier (Odos-Tarbes, FR),
Gele; Pierre (Odos-Tarbes, FR) |
Family
ID: |
9061184 |
Appl.
No.: |
05/168,620 |
Filed: |
August 3, 1971 |
Foreign Application Priority Data
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Sep 11, 1970 [FR] |
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7033001 |
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Current U.S.
Class: |
261/23.2;
123/442; 261/50.2 |
Current CPC
Class: |
F02M
23/09 (20130101); F02M 17/09 (20130101); F02M
17/44 (20130101); Y02T 10/12 (20130101); Y02T
10/146 (20130101) |
Current International
Class: |
F02M
23/09 (20060101); F02M 17/00 (20060101); F02M
23/00 (20060101); F02M 17/09 (20060101); F02M
17/44 (20060101); F02m 009/08 () |
Field of
Search: |
;261/5A,44R,23A
;123/119R,139AW |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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Add21,079 |
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Dec 1919 |
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FR |
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1,129,724 |
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Sep 1956 |
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FR |
|
Primary Examiner: Miles; Tim R.
Claims
What we claim is:
1. A carburation system for multicylinder internal combustion
engines comprising an intake means including an enlarged manifold
and a large diameter and a small diameter air inlet to said
enlarged manifold, a main throttle member in said small air inlet,
an auxiliary throttle member in said small air inlet and upstream
of said main throttle member, the space between said throttle
members defining a chamber, a second main throttle member in said
large air inlet, the position of said auxiliary throttle means in
the small air inlet varying in proportion to the rate of air flow
through said small air inlet, individual inlet pipes of
predetermined length leading from said enlarged manifold to the
individual cylinders, inlet valve means for each cylinder, a dosing
element for controlling the delivery of fuel to the engine, means
actuated by said auxiliary throttle member for controlling said
dosing element, passage means for conducting the fuel from said
dosing element to each individual inlet pipe adjacent each inlet
valve means, and means actuated by the pressure in the chamber
between the auxiliary throttle means and the main throttle means of
the small air inlet for controlling the position of the second main
throttle member in the large air inlet.
2. A carburation system as claimed in claim 2 and further
comprising air passage means connecting the chamber with each
individual inlet pipe downstream of said main throttle members and
including a passage for each inlet pipe and adjustment means for
controlling the amount of air passing through each passage.
Description
This invention relates to improvements in carburation internal
combustion engines for multicylinder systems.
When carburation devices of this kind are used, engine power can of
course be increased if the inlet pipe for each cylinder has a main
throttle member disposed at a short distance from the distribution
element or intake valve of the cylinder, and an auxiliary throttle
member actuating a fuel-dosing element to control fuel flow. It
then becomes possible to make use of the pulsations produced in the
inlet pipe by the consecutive engine aspirations to increase the
feed of carburated mixture to the engine.
Also, if the fuel is delivered to a zone near the main throttle
member, there is the advantage of having an inlet system for air
not mixed with fuel which extends from the main throttle members to
the auxiliary throttle members. The walls of such inlet systems are
therefore completely dry, and so mixture distribution is
unaffected. This feature is of course one of the main advantages of
fuel injection, since the fuel can more readily be controlled to
cause minimum exhaust gas pollution of the atmosphere.
Unfortunately a disadvantage of the known carburation facilities is
that a complete carburation unit comprising the main throttle
member, auxiliary throttle member and fuel-dosing facilities must
be provided for each cylinder, so that assembly is of course costly
and complex.
It is an object of this invention to obviate this disadvantage.
The invention is for improvements in or relating to carburation
systems for multicylinder internal combustion engines of the kind
in which an auxiliary throttle member is provided upstream of the
main, driver-controlled, throttle member in the intake pipe, the
auxiliary throttle member opening automatically and progressively
in proportion as the rate of air flow through the intake pipe
increases, the auxiliary throttle member actuating a dosing element
controlling fuel delivery, the fuel going to the air intake pipe
through a passage which joins the intake pipe at a place where the
negative pressure is substantially the same as in the chamber
bounded by the two throttle members in the intake pipe, an
individual pipe of length L being provided for each cylinder to
make good use of the pulsations produced by consecutive engine
aspirations, characterized in that the individual pipes of length L
extend into a common chamber or enlarged manifold of predetermined
volume, the manifold chamber having an air inlet in which one or
two auxiliary throttle members are disposed, the same actuating a
fuel-dosing element associated with a constant-level chamber, one
or more main throttle elements being disposed downstream of the
auxiliary throttle element, individual pipes for each cylinder for
the dosed fuel and subject to the pressure in the chamber between
the auxiliary throttle member and the main throttle member and
extending from the dosing element to the engine inlet pipes near
the inlet distribution element or inlet valve.
In particular embodiments of the invention, the following features
can be provided:
One main throttle member per cylinder is provided and is disposed
near the inlet distribution element:
Each individual pipe joins, downstream of its corresponding main
throttle member, passages connected to the chamber between the
auxiliary throttle member and the main throttle member;
Each individual pipe joins the manifold chamber immediately
upstream of its main throttle member;
A main throttle member may be disposed in the inlet of the manifold
chamber; and the dosed fuel mixed with air at the pressure in the
chamber between the main throttle member and the auxiliary throttle
member goes through individual ducts to the inlet pipes near the
inlet distribution elements;
The air inlet in the manifold chamber may be subdivided into two
independent passages, one of which is of relatively small diameter
and includes an auxiliary throttle member and a main throttle
member while the other is of relatively large diameter and includes
an auxiliary throttle member and/or a main throttle member, the
latter being controlled mechanically and/or by a diaphragm which is
subject to the pressure in the chamber between the auxiliary
throttle member and the main throttle member in the relatively
small diameter passage;
The channels which extend around the dosed-fuel pipes communicate
with the chamber between the auxiliary throttle member and the at
least one main throttle member by way of a distributor having means
such as screws for adjusting each passages;
The dispensing element is disposed in an emulsifying chamber having
an air inlet connected via an adjusting screw to an air pipe heated
by the engine exhaust gases or by the cooling water;
The individual pipes and/or the passages connected to the chamber
between the auxiliary throttle member and the main throttle member
are heated by the engine exhaust gases or by the cooling water;
Closure means disposed in the individual pipes and/or the passages
connected to the chamber between the auxiliary throttle member and
the at least one main throttle member are controlled by the at
least one main throttle member and/or by the pressure in the inlet
pipes upstream of the inlet distribution elements, but downstream
of the or each main throttle member, to interrupt the fuel and/or
air flow in such pipes and passages when the at least one main
throttle member is closed and/or when the pressure in the inlet
pipes drops below a critical value; and
Acoustic filters in the manifold chamber may keep pulsations away
from the auxiliary throttle member.
For a better understanding of the invention, further description
will be with reference to the accompanying drawings in which:
FIG. 1 shows a first embodiment of a carburation system according
to the invention, and
FIG. 2 shows a second embodiment of a carburation system according
to the invention.
Referring first to FIG. 1, an engine 15 comprises in this example
four cylinders 16, four inlet valves 17-- i.e., the inlet
distribution elements-- and four inlet pipes 18. A main throttle
member 2 is provided in each pipe 18 and is mounted on a spindle 2a
common to the four main throttle members, spindle 2a having a lever
2b connected to driver-operated control linkages. Each pipe 18 is
extended by a pipe 19 which extends to a manifold 25 common to the
four pipes 19. The combined lengths of the pipes 18, 19 are
determined by calculation and adjusted experimentally to a value L
so as to make use of the pulsations produced by consecutive engine
suction strokes. At the inlet of manifold chamber 25 is a dosing
facility comprising an element 3 having a passage 3a receiving an
auxiliary throttle member in the form of an offset lid 4 mounted on
a spindle 4a. Without departure from the scope of the invention,
the auxiliary throttle member can of course take the form of a
piston sliding in a cylindrical capacity whose top part
communicates permanently via a passage with the negative pressure
operative in the passage 3a.
In the example shown, lid 4 has a pivot 4b to which a rod 8
connecting a fuel-disposing needle 5 to the lid 4 is secured.
Conical tip 5a of needle 5 co-operates with orifice 7a and jet 7
and is guided in a guide 6 mounted in cover 3d of float chamber 1.
Also disposed in cover 3d are a fuel supply connection 21, secured
by screw 20, and a connector 22 receiving a needle valve 24
operated by a float 23. The air goes to emulsifying chamber 1d
through pipe 11 and leaves chamber 1d through emulsion tube 10
which is formed with small apertures 10a. The dosed fuel and the
air which has entered through pipe 11 go through orifices 9 into
pipes 13 extending to a T-union 26, each outlet of which is
received in a passage 28, the same starting upstream of the main
throttle members 2 and communicating via aperture 27 with pipe 18.
At the ends of the unions 26 are apertures 26a, and the respective
diameters of the apertures 27 and 26a are such that the apertures
26a are subject to substantially the same negative pressure as is
present in passage 28 and also in the manifold chamber 25 between
the main throttle elements 2 and the auxiliary throttle element 4.
The passages 28 can be omitted if the ends of the unions 26
terminate immediately upstream of the main throttle members 2, the
ends being disposed if necessary, in an auxiliary venturi tube.
Also, the passages 28 can, if required, have air adjusting screws
giving individual air adjustment for each cylinder.
Referring now to FIG. 2, the inlet of manifold chamber 25 is
supplied through two different passages-- a relatively narrow
passage 3'a having a main throttle member in the form of a
driver-controlled flap or lid or the like 2' disposed on a spindle
2'a, and an auxiliary throttle member in the form of an offset flap
or lid or the like 4 disposed on its spindle 4a and, as in the
embodiment in FIG. 1, controlling needle 5. The relatively large
passage 3a has another main throttle member in the form of flaps or
lids or the like 2" mounted on a spindle 2"a, the lid being adapted
to be opened by a diaphragm 31 which communicates via passage 32
with the pressure operative in the chamber between the main lid 2'
and the auxiliary lid 4. The air entering the emulsifying chamber
1d comes from a passage 33 having an adjusting screw 34, the
passage 33 passing through heating means 35 heated by the engine
exhaust gases. The emulsion in mixing chamber 1e is sucked in by
the engine through the apertures 9, flexible pipes 13 and pipes 26
formed with apertures 26a. As in the first embodiment, the pipes 26
deliver into passages 28' formed with apertures 27 and connected to
a distributor 29 having an individual adjusting screw 30 for each
passage 28'. Distributor 29 communicates via passage 28a with the
chamber between the main throttle member 2' and the auxiliary
throttle member 4. Consequently, the emulsion issuing through the
apertures 26a is subject to substantially the same pressure as is
operative in the chamber between the members 2' and 4, provided of
course that the aperture 27 is chosen appropriately. The aperture
27 is disposed very near the inlet valve 17, but if the aperture 27
is disposed upstream of the members 2 (see FIG. 1), the same must
be disposed very near the inlet valves 17.
In connection with FIG. 2 there is a disclosure of exhaust heating
of the air entering the passage 33. The heating can of course be
provided by any other means, such as the engine cooling water.
Also, the passages and pipes 13, 28' can be heated by the same
means, to enhance the evaporation of gasoline without impairing
proper engine filling, since there is no need to heat the main air
arriving through the pipes 19 and 18.
According to another feature (not shown) of the invention, the
pipes 13 and/or the passages 28 or 28' can have closure facilities
which are connected to the main throttle member and/or to the
negative pressure upstream thereof to stop the arrival of fuel and
air through the passages 28' or 28 when the main throttle member is
fully closed and/or when the pressure downstream thereof drops
below a critical value. This step helps to reduce the toxic gas
content of the exhaust on overun with the main throttle member
closed and is very advantageous in this system; it causes no
difficulties with pick-up since delivery can restart
instantaneously and, the pipes 19 and 18 always being dry, there is
no risk of any disturbance. Since the pulsations in the pipes 19,
18 depend upon the length or distance L between the valves 17 and
the place where the pipes 19 join the manifold chamber 25, any
element disposed either in the manifold chamber 25 or further
upstream cannot affect the pulsations. Consequently, in the system
according to the invention acoustic filters may be provided at the
inlet of the manifold 25 to keep the pulsations caused by the
repeated suctions of the engine away from the auxiliary throttle
member. The same then has less tendency to oscillate and so does
not have to have a damper; consequently engine response during
acceleration is faster since the auxiliary throttle member can more
quickly follow pressure variations in the chamber between the main
and auxiliary throttle members.
In FIG. 2, an auxiliary throttle member is provided only in the
relatively narrow passage 3'a, fuel dosage being the result solely
of the association between the auxiliary throttle member 4 and the
needle 5. Of course, the invention is not limited just to this
example, for if circumstances warrant it, an auxiliary throttle
member 4 can be provided in the relatively large passage 3a and
also be connected to the dosing needle 5, the whole being so
adjusted that the main throttle member and the auxiliary throttle
member in the passage 3a start to open only when the corresponding
throttle members in the relatively narrow passage 3'a are already
fully open or are almost fully open, the system then virtually
corresponding to the compound double-barrel carburator used for
some engines.
Clearly, therefore, the carburation system according to the
invention provides the same advantages as an installation
comprising one carburator per engine cylinder, but with much less
complication, the means used corresponding substantially to a
single-barrel carburator or to a compound double-barrel carburator
such as are now often used on "GT" vehicles.
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