EP0236858B1 - Moteur à combustion interne avec un caburateur, plus particulièrement un caburateur à diaphragme - Google Patents

Moteur à combustion interne avec un caburateur, plus particulièrement un caburateur à diaphragme Download PDF

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Publication number
EP0236858B1
EP0236858B1 EP87102687A EP87102687A EP0236858B1 EP 0236858 B1 EP0236858 B1 EP 0236858B1 EP 87102687 A EP87102687 A EP 87102687A EP 87102687 A EP87102687 A EP 87102687A EP 0236858 B1 EP0236858 B1 EP 0236858B1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
feed pipe
throttle valve
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
Application number
EP87102687A
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German (de)
English (en)
Other versions
EP0236858A2 (fr
EP0236858A3 (en
Inventor
Harry Radel
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.)
Makita Engineering Germany GmbH
Original Assignee
Sachs Dolmar GmbH
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 Sachs Dolmar GmbH filed Critical Sachs Dolmar GmbH
Priority to AT87102687T priority Critical patent/ATE45009T1/de
Publication of EP0236858A2 publication Critical patent/EP0236858A2/fr
Publication of EP0236858A3 publication Critical patent/EP0236858A3/de
Application granted granted Critical
Publication of EP0236858B1 publication Critical patent/EP0236858B1/fr
Expired 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
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/02—Floatless carburettors
    • F02M17/04—Floatless carburettors having fuel inlet valve controlled by diaphragm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/04—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling being auxiliary carburetting apparatus able to be put into, and out of, operation, e.g. having automatically-operated disc valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/08—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically

Definitions

  • the invention relates to an internal combustion engine with a carburetor, in particular with a diaphragm carburetor, with a gasification part, a suction part upstream of the gasification part, a throttle valve part, an inlet part downstream of the throttle valve part, a main and a part-load nozzle chamber and a pressurizable fuel supply line.
  • a carburetor is e.g. known from EP-A 0128 853.
  • Such internal combustion engines have long been known in all areas of application and in particular for the use of motor chain saws.
  • it is necessary to supply it with air and fuel in a certain air ratio for each operating point given by speed and load.
  • the task of the carburetor is to allocate the correct amount of fuel to the intake air and to carry out the measurement of the amount of the mixture of air and fuel necessary for setting the operating point.
  • This preparation and supply of the internal combustion engine with an appropriate fuel-air mixture can usually be carried out without problems during operation of the internal combustion engine.
  • starting devices are required for cold start or dry start, i.e. starting after the carburettor has dried out with the internal combustion engine strongly heated up. They ensure a very rich mixture, because to compensate for the poor evaporation under the conditions mentioned above, the internal combustion engine is supplied with plenty of fuel until it starts. In addition, the starting devices enrich the mixture to the extent necessary until the normal operating temperature of the internal combustion engine is reached.
  • Starting devices are usually designed in the form of pre-starters, in which the starter flap in front of the air funnel (Venturi) is closed at the start and the throttle valve is opened a little at the same time.
  • the intake manifold vacuum then also acts on the main nozzle system and it supplies the additional fuel required.
  • the choke arranged in the intake part forms during normal operation of the internal combustion engine, i.e. after the start phase, a considerable flow resistance.
  • This flow resistance leads to significant compromises in the carburettor design and the resulting disadvantages cannot be completely eliminated. For example, not to remove the additional swirling of the incoming air through the starter flap.
  • a stronger spatial separation of the carburetor from the cylinder head of the internal combustion engine is associated with corresponding disadvantages due to the correspondingly longer flow paths.
  • the invention therefore achieves the object of further developing an internal combustion engine with a carburetor, in particular with a diaphragm carburetor, of the type mentioned at the outset, so that the internal combustion engine can be started without problems in all environmental conditions, without additional manual fuel injection or a choke at the Carburettor must be provided, in particular the provision of an ignitable mixture should be ensured after a few start attempts even under extreme temperature conditions.
  • a diaphragm carburetor the possible interference from the diaphragm control is also to be eliminated and an additional fuel supply is to be created.
  • This object is achieved in an internal combustion engine with a carburetor, in particular with a diaphragm carburetor, with a gasification part, an intake part upstream of the gasification part, a throttle valve part, an inlet part downstream of the throttle valve part, a main and a part-load nozzle chamber and a pressurizable fuel supply line in that the mixture preparation area to form a start and control device is provided with an additional hole which is connected to the fuel supply line via a supply line, the supply line being flow-controllable via a control device.
  • a cold start is possible even with a dry carburetor, without additional starting devices having to be provided.
  • the necessary enrichment is carried out directly via the supply line in the part-load nozzle chamber, so that the fuel-air mixture is enriched to such an extent under normal negative pressure that a cold start is possible.
  • This disadvantage does not arise in the present system, since a regulated supply of fuel is possible. Since a starter device is omitted, a fuel supply from the fuel pump is already guaranteed when the starter is actuated for the first time, so that an ignitable mixture is provided very quickly with a dry or cold carburetor.
  • An effective starting option has also been created for the hot start with the internal combustion engine according to the invention, since the operating or starting malfunctions which occur at carburetor temperatures above 50 ° C., which are caused by evaporating fuel in the control area of the carburetor, by acting as a by-pass Supply line must be eliminated, since the bypass bypasses the needle valve which may be blocked by the pressurized control membrane.
  • the supply line connects the pressurizable fuel supply line and thus the pressure area of the fuel pump directly to the part-load nozzle chamber.
  • the engine can be started reliably even at a carburetor temperature of 65 ° C with two to four attempts at half throttle setting of the throttle valve, whereas with engine carburettor chainsaws with previously known diaphragm carburettors a cooling break of at least 20 minutes would be necessary at these carburetor temperatures would have to be carried out at least fifty start attempts to achieve carburetor cooling via the fresh air drawn in, it being impossible to start the internal combustion engine safely.
  • the supply line is therefore designed to be flow-controllable and lockable via a control device. By blocking the supply line, its influence on the carburetor function and thus on the operating ver keep excluded. However, it can also be provided that the control of the main fuel mixture control, for example the diaphragm control, is blocked for certain operating states, for example fuel metering is now only carried out via the bypass.
  • the bore in the mixture preparation area is arranged in the intake part, in front of the gasification part (Venturi), in front of or behind the throttle valve part, in the main or part-load nozzle chamber or in the crankcase.
  • the additional bore can therefore be arranged precisely at the point where there is a need for additional mixture enrichment in the fuel processing area.
  • the additional bore is formed directly in the crankcase and is injected there.
  • a supply line connecting piece of the supply line is connected to the fuel supply line which can be pressurized with fuel pump, to the filter chamber or to the main nozzle supply line connected downstream of the filter chamber, with the arrangement of the bore in the crankcase providing in particular that the supply line connecting piece of the supply line is connected to a Pressure accumulator or a condenser chamber is connected, which is connected to the fuel supply line, to the filter chamber or to the main nozzle supply line connected downstream of the filter chamber. It can also be advantageously provided that the supply line connecting piece of the supply line is connected to a mechanical or electrical auxiliary fuel pump. In this way it has become possible to provide an additional mixture in internal combustion engines of different designs.
  • the flow diameter of the bore is chosen to be small compared to the flow diameter of a part-load nozzle of the part-load nozzle chamber. This configuration of the bore ensures that total flooding of the engine with fuel can be reliably prevented, even if pressure peaks occur in the fuel supply system due to the formation of vapor bubbles in the fuel.
  • control device is designed as a manually operated shut-off valve.
  • the actuation of the supply line can be carried out as a warm and cold start device, since the problems occurring during hot start attempts can be avoided by simply unlocking and releasing the supply line when the carburetor is warm.
  • the shut-off valve is then locked again in a simple manner when the carburetor has reached its operating temperature, for example after about 10 seconds, which can be recognized by an enrichment of the mixture and the associated changes in the exhaust gas.
  • the control device is designed as an electronically controlled shut-off valve.
  • the sensor of the control switch is preferably arranged in the chamber or in the region downstream of the throttle valve in the air flow, so that the fuel / air mixture subjected to the carburetor temperature or directly the fuel itself serves as a control variable for the warm and cold start device. It can be provided that the switch releases the supply line for the cold start in a certain low temperature range, then blocks the supply line in a further large operating temperature range and releases the supply line again when temperature peaks occur.
  • a combination with other operating and state variables taking control electronics into account is also possible without any problems.
  • a sensor of the control switch is arranged on the throttle valve or the throttle valve actuation mechanism for detecting the throttle valve position. This can e.g. can be achieved that the additional fuel required for a hot or cold start is automatically injected during the starting process and the enrichment is maintained over the period until mixture enrichment occurs, when the throttle valve is at half-throttle and a certain temperature is detected by the electronics.
  • the novel design of the internal combustion engine has created a simplest device for the warm and cold start of internal combustion engines, in particular for motor chain saws.
  • This training there are not only manufacturing and cost advantages, since complex thermal insulation, additional manual fuel injection (primer) or a choke flap with locking are no longer necessary, but there is also the advantage that in addition to a chain saw always desirable weight savings a constructive simplification of the membrane gasifier can be achieved, which significantly increases its operational safety and operational time.
  • the diaphragm carburetor 100 shown in section in the drawing consists of a housing 50 in which the gasification part 20 and the downstream throttle valve part 21 are arranged.
  • the fuel entering via the fuel inflow 13 is pumped by the fuel pump 5 into the filter chamber 9 and from there it is led via the main nozzle supply line 11 to the needle valve 7, which is from the control membrane 6 is controlled.
  • the fuel is supplied to the part-load nozzle chamber 8 via corresponding supply lines.
  • a nozzle bore 2 is formed, which is connected on the outside of the housing to a supply line 4 designed, for example, as a heat-insulated fuel hose.
  • the supply line 4 is connected at its other end to the supply line connecting piece 1, which is arranged projecting into the main nozzle supply line 11 connected downstream of the filter chamber 9.
  • a control device 3 is arranged on the outside of the housing 50, which is designed as a check valve 30 controlled by a control switch 40.
  • the sensor 41 of the control switch 40 is arranged in the interior of the filter chamber 9.
  • the nozzle bore 2 has a small flow diameter compared to the nozzle (s) 80 of the part-load nozzle chamber 8 and, in a special embodiment, has one Diameter of 0.34 mm.
  • control device 3 and the supply line 4 connected therewith do not necessarily have to be arranged in the manner indicated in the drawing, but it can also be advantageous if the control device 3, in particular if it is designed as a manually operated shut-off valve, does not have one in the drawing housing surface of a housing of a motor chain saw, not shown in the drawing, is arranged.
  • the supply line 4 is connected to the pressurized part of the fuel supply to the diaphragm carburettor, and on the other hand, additional fuel injection via the supply line 4 into the part-load nozzle area in the throttle valve part 21 of the diaphragm carburettor.
  • the bore 2 which can be designed as a nozzle bore as described above, can be located at any point on the carburetor, e.g. in the main nozzle chamber 7a or in front of the carburetor in the suction part 60 or behind the carburetor in the inlet part 70. It can also be provided that the bore 2 is arranged directly in the gasification part 20, so that parallel operation of the bore 2 with the main nozzle is possible. It can then even be provided via the control system that the by-pass system works as the main supply system and the control system with the carburetor membrane only acts as an ancillary system, but this is not shown in the drawing.
  • the supply line connecting stub is connected directly to an additional fuel pump or is connected to the fuel pump 5 via a pressure accumulator or a condenser chamber. This has the result that the supply line 4 is actuated independently of the fuel via the impulse line 25, which is connected to the crankcase of the internal combustion engine, not shown in the drawing.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)

Claims (10)

1. Moteur à combustion interne avec un carburateur, en particulier un carburateur à diaphragme, avec une partie pour la carburation, une partie pour l'aspiration placée en amont de la partie pour la carburation, une partie avec soupape d'étranglement, une partie pour l'admission du combustible placée en aval de la partie avec soupape d'étranglement, une chambre de malaxage à jet de charge principale, une chambre de malaxage à jet de charge partielle et une conduite d'amenée du carburant à pressurisation, caractérisé en ce que la zone de préparation du mélange (20, 21, 60, 70, 7a, 8) est équipée, pour former un dispositif de mise en marche et de régulation, d'une forure supplémentaire (2) qui est reliée à la conduite d'amenée du carburant (10) par une conduite d'alimentation (4), le débit de la conduite d'alimentation (4) étant réglable par un dispositif de régulation (3).
2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la forure (2) de la zone de préparation du mélange est ménagée dans la partie pour l'aspiration (60), devant la partie pour la carburation (tube de venturi) (20), devant ou derrière la partie avec soupape d'étranglement (21), dans la chambre de malaxage à jet de charge principale (7a) ou dans la chambre de malaxage à jet de charge partielle (8) ou dans la boîte de manivelle.
3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce qu'un ajutage (1) de conduite d'alimentation de la conduite d'alimentation (4) est relié à la conduite d'amenée du carburant (10) à pressurisation de carburant, à la chambre de filtration (9) ou à la conduite d'alimentation du gicleur à grande vitesse (11) placée en aval de la chambre de filtration (9).
4. Moteur à combustion interne selon la revendication 3, caractérisé en ce que l'ajutage (1) de conduite d'alimentation de la conduite d'alimentation (4) est relié à un accumulateur de pression ou à une chambre de condensateur qui est reliée à la conduite d'amenée de carburant (10), à la chambre de filtra- fion (9) ou à la conduite d'alimentation du gicleur à grande vitesse (11) placée en aval de la chambre de filtration (9).
5. Moteur à combustion interne selon l'une des revendications 1 à 4, caractérisé en ce que l'ajutage (1) de conduite d'alimentation de la conduite d'alimentation (1) est relié à une pompe de suralimentation mécanique ou électrique.
6. Moteur à combustion interne selon l'une des revendications 1 à 5, caractérisé en ce que le diamètre de débit de la forure (2) est choisi petit par rapport au diamètre de débit d'un gicleur de charge partielle (80) de la chambre de malaxage à jet de charge partielle (8).
7. Moteur à combustion interne selon l'une des revendications 1 à 6, caractérisé en ce que le dispositif de régulation (3) est formé comme un clapet pouvant être actionné manuellement.
8. Moteur à combustion interne selon l'une des revendications 1 à 7, caractérisé en ce que le dispositif de régulation (3) est formé comme un clapet (30) commandé électroniquement.
9. Moteur à combustion interne selon la revendication 8, caractérisé en ce qu'un capteur (41) du commutateur de commande (40) est placé dans la chambre des flotteurs (9) ou dans la zone en aval/en amont de la soupape d'étranglement (12) dans le courant de l'air.
10. Moteur à combustion interne selon la revendication 8 ou 9, caractérisé en ce qu'un capteur (42) du commutateur de commande (40) est placé sur la soupape d'étranglement (12) ou sur le mécanisme d'actionnement de la soupape d'étranglement pour détecter la position de la soupape d'étranglement.
EP87102687A 1986-03-13 1987-02-25 Moteur à combustion interne avec un caburateur, plus particulièrement un caburateur à diaphragme Expired EP0236858B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87102687T ATE45009T1 (de) 1986-03-13 1987-02-25 Brennkraftmaschine mit einem vergaser, insbesondere mit einem membranvergaser.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863608351 DE3608351A1 (de) 1986-03-13 1986-03-13 Brennkraftmaschine mit einem vergaser, insbesondere mit einem membranvergaser
DE3608351 1986-03-13

Publications (3)

Publication Number Publication Date
EP0236858A2 EP0236858A2 (fr) 1987-09-16
EP0236858A3 EP0236858A3 (en) 1988-10-05
EP0236858B1 true EP0236858B1 (fr) 1989-07-26

Family

ID=6296234

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87102687A Expired EP0236858B1 (fr) 1986-03-13 1987-02-25 Moteur à combustion interne avec un caburateur, plus particulièrement un caburateur à diaphragme

Country Status (4)

Country Link
EP (1) EP0236858B1 (fr)
JP (1) JPS6345454A (fr)
AT (1) ATE45009T1 (fr)
DE (2) DE3608351A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3835731C2 (de) * 1987-10-23 1997-02-27 Tillotson Ltd Vergaser und Verbrennungsmotor mit einem Vergaser
DE3817404C2 (de) * 1988-05-21 1997-08-07 Stihl Maschf Andreas Membrankraftstoffpumpe für einen mit einem Membranvergaser ausgerüsteten Verbrennungsmotor einer Motorkettensäge
DE4020947A1 (de) * 1990-06-30 1992-01-02 Sachs Dolmar Gmbh Brennkraftmaschine mit einem vergaser
US10330048B2 (en) 2016-10-30 2019-06-25 Meiying Xue Fuel enrichment simple starting device and method of carburetor

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT267258B (de) * 1966-04-27 1968-12-27 Rotax Werk Ag Anordnung an einem Membranvergaser
US3767173A (en) * 1969-04-10 1973-10-23 Mikuni Kogyo Kk Carburetor of the diaphragm type having a priming device
JPS5031344Y2 (fr) * 1971-02-01 1975-09-12
US3746320A (en) * 1972-03-02 1973-07-17 Borg Warner Fuel feed and charge forming method and apparatus
JPS4928717A (fr) * 1972-07-19 1974-03-14
US3957026A (en) * 1974-07-24 1976-05-18 Winkley Jerry H Cold starting enrichment device
JPS54120330A (en) * 1978-03-11 1979-09-18 Nippon Carbureter Carburetor
US4285308A (en) * 1979-05-14 1981-08-25 Brunswick Corporation Cold start fuel enrichment system
DE3127517A1 (de) * 1981-07-11 1983-01-27 Fa. Andreas Stihl, 7050 Waiblingen Vergaser fuer verbrennungsmotoren mit temperaturkompensierter leerlaufeinstellung
US4508068A (en) * 1983-06-09 1985-04-02 Emerson Electric Co. Fuel mixture enrichment system for internal combustion engine

Also Published As

Publication number Publication date
EP0236858A2 (fr) 1987-09-16
ATE45009T1 (de) 1989-08-15
DE3608351A1 (de) 1987-09-17
JPS6345454A (ja) 1988-02-26
DE3760374D1 (en) 1989-08-31
EP0236858A3 (en) 1988-10-05

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