JPS5862352A - Fuel spray promoter for internal-combustion engine - Google Patents

Fuel spray promoter for internal-combustion engine

Info

Publication number
JPS5862352A
JPS5862352A JP16066181A JP16066181A JPS5862352A JP S5862352 A JPS5862352 A JP S5862352A JP 16066181 A JP16066181 A JP 16066181A JP 16066181 A JP16066181 A JP 16066181A JP S5862352 A JPS5862352 A JP S5862352A
Authority
JP
Japan
Prior art keywords
intake
fuel
flow
intake flow
pipe
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.)
Pending
Application number
JP16066181A
Other languages
Japanese (ja)
Inventor
Koji Ooya
大矢　幸次
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.)
Aichi Machine Industry Co Ltd
Original Assignee
Aichi Machine Industry Co Ltd
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 Aichi Machine Industry Co Ltd filed Critical Aichi Machine Industry Co Ltd
Priority to JP16066181A priority Critical patent/JPS5862352A/en
Publication of JPS5862352A publication Critical patent/JPS5862352A/en
Pending legal-status Critical Current

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
    • F02M33/00—Other apparatus for treating combustion-air, fuel or fuel-air mixture
    • F02M33/02—Other apparatus for treating combustion-air, fuel or fuel-air mixture for collecting and returning condensed fuel
    • F02M33/04—Other apparatus for treating combustion-air, fuel or fuel-air mixture for collecting and returning condensed fuel returning to the intake passage

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

PURPOSE:To atomize and diffuse fuel-air mixture by once separating insufficiently atomized or insufficiently gasified mixture in a suction pipe from the normal suction gas stream while ejecting it again into the suction gas flow through the negative pressure of the suction pipe. CONSTITUTION:A U-shaped pipe 6 is fixed at the bottom of a suction pipe 3' where one end 6a is slightly projected in the shape of obliquely cut in order to receive the dynamic pressure of the suction flow at the under layer section of the suction flow section 5'. The other end 6b is reduced by said one end 6a and projected near to the central portion of the suction flow from the bottom of the suction pipe at the upper stream of the projected section of said one end 6a. A portion of the insufficiently gasified mixture is caught by one end 6a of a pipe while ejected again into the suction flow section 5' on the basis of the principle of atomizer.

Description

【発明の詳細な説明】 この発明は、内燃機関の燃料霧化促進装置に関する。[Detailed description of the invention] The present invention relates to a fuel atomization promoting device for an internal combustion engine.

従来の燃料霧化促進装置としては、例えば第１図に示す
ようなものがある。気化器１で生成されれ た燃料と空気の混合気は気化器１に配設させているスロ
ットル弁２で流量を制御され、吸気管３を経由して７リ
ンダーヘツド７の吸気弁８より機関の燃焼室内へ吸入さ
れる。この時燃料と空気の混合気が吸気管３内の吸気流
れ部５において、吸気管底に併設されている機関冷却水
通路４を通る温水により温められ燃料の気化が促進され
る温水加熱装置が構成されている。As a conventional fuel atomization promoting device, there is one shown in FIG. 1, for example. The flow rate of the mixture of fuel and air generated in the carburetor 1 is controlled by a throttle valve 2 disposed in the carburetor 1, and the flow rate is controlled by a throttle valve 2 disposed in the carburetor 1. Inhaled into the combustion chamber. At this time, a hot water heating device is installed in which the mixture of fuel and air is heated in the intake flow section 5 in the intake pipe 3 by hot water passing through the engine cooling water passage 4 attached to the bottom of the intake pipe, thereby promoting vaporization of the fuel. It is configured.

また従来、排気加熱装置による燃料気化促進装置が使わ
れたシ、機関冷態時にも使用し得る電気ヒーターによる
加熱装置が提案されたりしていもしかしながら、このよ
うな従来の燃料霧化促進−装置にあっては、加熱による
燃料霧化または気化促進の構造となっていたため、吸気
管壁に近い吸気流れ部にあっては熱伝達により燃料が気
化されるが、吸気管内における混合気は均一化された霧
化状態にはなっておらず、特に機関冷態時においては不
十分霧化および気化されず、極めて不均一な混合気とな
っているので機関内の燃焼は安定せず、排気ガスや車両
の運転性が悪いという問題点があった。In addition, in the past, fuel vaporization promoting devices using exhaust heating devices have been used, and heating devices using electric heaters that can be used even when the engine is cold have been proposed. had a structure that atomized fuel or promoted vaporization by heating, so the fuel was vaporized by heat transfer in the intake flow section near the intake pipe wall, but the air-fuel mixture inside the intake pipe was not homogenized. The mixture is not sufficiently atomized and vaporized, especially when the engine is cold, resulting in an extremely non-uniform mixture, resulting in unstable combustion within the engine and poor exhaust gas. There was a problem that the drivability of the vehicle was poor.

この発明は、このような従来の問題点に着目し゛てなさ
れたもので、吸気管内の霧化まだは気化不十分な混合気
を通常の吸気流れから−１離脱させるとともに、離脱部
より吸気流れの上流域に該混合気を吸気管内の負圧を利
用して再度吸気流れに噴出せしめて霧化拡散させること
により、上記問題点を解決することを目的としている。This invention was made by focusing on such conventional problems, and it separates the insufficiently atomized air-fuel mixture in the intake pipe by -1 from the normal intake flow, and also changes the intake flow from the separation part. The purpose of this invention is to solve the above-mentioned problems by injecting the air-fuel mixture into the intake flow again into the upstream region using the negative pressure in the intake pipe and atomizing and diffusing the air-fuel mixture.

以下、この発明を図面に基づいて説明する。The present invention will be explained below based on the drawings.

第２図は、この発明の一実施例を示す図である。FIG. 2 is a diagram showing an embodiment of the present invention.

まず構成を説明すると、シリンダーヘッド７に吸気管３
′がガスケツ（を介し取付は固定されるとともに、該吸
気管３′には気化器１が付設されている構成は従来通シ
である。吸気管３′の底部にはＵ字状にバイブロが取付
けられていて、一端６ａは吸気流れ部５′の下層部に吸
気流れの動圧を受けるように斜めにカットされた形状で
若干突き出ていムｌ　また曲端６ｂは一端６ａより径が
絞られるとともに、一端６ａの突き出し部よりも吸気流
れの上流側で吸気管底部から吸気流れのほぼ中央近くま
で突き出されていて、その先端は吸気流れ方向にカット
された形状になっている。First, to explain the configuration, the intake pipe 3 is connected to the cylinder head 7.
The configuration in which ' is fixed via a gasket and the carburetor 1 is attached to the intake pipe 3' is conventional. At the bottom of the intake pipe 3', there is a U-shaped vibro. One end 6a is cut diagonally to receive the dynamic pressure of the intake flow at the lower part of the intake flow section 5' and protrudes slightly.The curved end 6b has a narrower diameter than the one end 6a. In addition, it protrudes from the bottom of the intake pipe to approximately the center of the intake flow on the upstream side of the intake flow than the protruding portion of the one end 6a, and its tip has a shape cut in the intake flow direction.

′　次に作用を説明する。機関運転時気化器１で生成さ
れた燃料と空気の混合気はヌロットル弁２で流量を制御
され、吸気管３゛を経由して機関のシリンダーヘッドの
燃焼室内へ吸入される。機関冷態時や低速運転時におけ
る燃料と空気の混合気は吸気管３”内の吸気流れ部ダに
おいては極めて不均一な状態にあシ、また霧化および気
化とも不十分である。特に吸気流れ部５″の下層は燃料
が液状粒体を形成していて管壁を転がるように流れてい
るっこの液状粒体の多い霧化不十分な混合気の一部をバ
イブロの一端６ａで捕捉するとともに、端部６Ｉ）は吸
気流れの動圧がかかる形状となっているため曲端６ｂに
霧化不十分な該混合気を送り込む。′ Next, the effect will be explained. During engine operation, a mixture of fuel and air generated in a carburetor 1 has its flow rate controlled by a throttle valve 2, and is drawn into a combustion chamber of a cylinder head of the engine via an intake pipe 3'. When the engine is cold or when operating at low speed, the mixture of fuel and air is extremely non-uniform in the intake air flow section in the intake pipe 3'', and atomization and vaporization are also insufficient. In the lower layer of the flow section 5'', the fuel forms liquid particles and flows as if rolling on the pipe wall. A portion of the insufficiently atomized mixture containing many liquid particles is captured by one end 6a of the vibro. At the same time, since the end portion 6I) is shaped to be subjected to the dynamic pressure of the intake flow, the insufficiently atomized air-fuel mixture is sent to the curved end 6b.

また該曲端６Ｂにおいては吸気管３”内の負圧が作用す
るとともに、吸気流れ方向にカットされた形状になって
いるため霧吹きの原理により霧化不十分な混合気は勢い
よく噴出される。In addition, the negative pressure inside the intake pipe 3'' acts on the curved end 6B, and since the shape is cut in the direction of the intake air flow, insufficiently atomized air-fuel mixture is vigorously blown out due to the principle of atomization. .

噴出された混合気は吸気流れ部５゛に噴霧拡散される。The jetted air-fuel mixture is sprayed and diffused into the intake flow section 5'.

まだ吸気流れの速度が遅い時など拡散された噴霧混合気
に小径の液状粒体が残っている時は、・吸気流れ部５°
において再度下層部の流れを構成しバイブロの端６ａで
また捕捉されるとともに還流される、 以上のように吸気管内の霧化または気化不十分な混合気
を通常の吸気流れから一旦離脱させるとともに、再度吸
気流れに噴出せしめることは混合気を均一化し霧化状態
を改善し得るが、離脱せしめた混合気を還流させるとと
妊更にその効果を高めるとともに、吸気管部における燃
料の滞留時間を長くするので霧化・気化に対してより良
い条件を与えている。When small-diameter liquid particles remain in the diffused spray mixture, such as when the speed of the intake flow is still slow,
In this way, the air-fuel mixture that is insufficiently atomized or vaporized in the intake pipe is temporarily separated from the normal intake flow. Re-injecting the mixture into the intake flow can homogenize the air-fuel mixture and improve the atomization state, but refluxing the separated air-fuel mixture further enhances the effect and lengthens the residence time of the fuel in the intake pipe. This provides better conditions for atomization and vaporization.

第３図には、他の実施例を示す。この実施例は、第２図
の実施例に対しバイブロの端６ｂにおける噴霧を吸気流
れの速度が遅い機関低速運転時にも良く拡散させるため
該端６ｂ部の吸気管壁に絞り３ａを設けたものであり、
作用は第２図の実施例と同じである。FIG. 3 shows another embodiment. In this embodiment, in contrast to the embodiment shown in FIG. 2, a throttle 3a is provided on the intake pipe wall at the end 6b of the vibro in order to diffuse the spray at the end 6b of the vibro well even during low-speed engine operation when the intake flow speed is slow. and
The operation is the same as the embodiment shown in FIG.

第４図、にもう一つの実施例を示す。この実施例は、第
２図の実施例に対し吸気管底部にＵ字状にパイプを構成
する代わりに、一端６Ｂ：のみのパイプを吸気管底部に
取付は他端６　ｂ’のパイプは気化器１゛のスモールベ
ンチュリ一部１　ａ’に突き出されている。一端６ａ′
と他端６　ｂ’はホース６°等により連通されている。Another embodiment is shown in FIG. In this embodiment, instead of configuring a U-shaped pipe at the bottom of the intake pipe in the embodiment shown in Fig. 2, a pipe with only one end 6B is attached to the bottom of the intake pipe, and a pipe with the other end 6B' is for vaporization. A small venturi part 1a' of vessel 1' is protruded. One end 6a'
and the other end 6b' are connected to each other by a hose 6° or the like.

作用は第２図の実施例とほぼ同じであるが、霧化および
気化不十分な混合気の吸気管３部における滞留時間が長
くなり、霧化および気化するのに第２図・第３図の実施
例より良い条件となっている。また吸気管に絞りがない
ため機関高回転時における出力を犠牲にしない。The action is almost the same as the embodiment shown in Fig. 2, but the residence time of the insufficiently atomized and vaporized air-fuel mixture in the 3 parts of the intake pipe becomes longer, and it takes longer to atomize and vaporize the air-fuel mixture as shown in Figs. 2 and 3. The conditions are better than those in the example. Also, since there is no restriction in the intake pipe, output is not sacrificed at high engine speeds.

第５図には更に別の実施例を示す。この実施例は第２図
の実施例のような吸気管底部にＵ字状のパイプを構成す
る代わりに、真直ぐな一本のバイブロを吸気管３に取付
けたものである。吸気流れ部５の下層の霧化および気化
不十分な混合気は第２図の実施例と同様に吸気流れの動
圧を利用しバイブロの下部管壁部上流側に穿設した孔６
Ｃに捕捉されるが、吸気流れ５″！一般に吸気管ぎ−で
螺旋状に流れるため、吸気流れ５゛の上層にも小径の液
状粒体が霧化不十分なまま流れている。そのためこれを
も捕捉するたりパイプｔ６°°上部管壁部上流側に孔６
ｄも穿設されている。τ吸気流れの動圧を受ける孔６Ｃ
１６ｄより送り込まれた霧化および気化不十分な混合気
は、吸気流れ部５′′の中央付近に設けられたバイブロ
の２カ所の孔６ｅより吸気管３“内の負圧を受は噴出さ
れる。FIG. 5 shows yet another embodiment. In this embodiment, instead of forming a U-shaped pipe at the bottom of the intake pipe as in the embodiment shown in FIG. 2, a single straight vibro is attached to the intake pipe 3. The atomization in the lower layer of the intake flow section 5 and the insufficiently vaporized air-fuel mixture are removed using the dynamic pressure of the intake flow, as in the embodiment shown in FIG.
However, since the intake flow 5'' generally flows in a spiral shape at the intake pipe, small-diameter liquid particles also flow in the upper layer of the intake flow 5'' without being sufficiently atomized. Also capture the pipe t 6 ° ° hole 6 on the upper pipe wall upstream side
d is also perforated. τ Hole 6C that receives the dynamic pressure of the intake flow
The atomized and insufficiently vaporized air-fuel mixture sent from 16d is blown out through the two holes 6e of the vibro provided near the center of the intake flow section 5'' under the negative pressure inside the intake pipe 3''. Ru.

作用は第２図の実施例とほぼ同じであるが、この実施例
は第２図〜第４図の実施例と異なって霧化および気化不
十分な混合気ｉ還流されない。しかし吸気管３部に滞留
している時間は多少長くなり効果も第２図と同様発揮さ
れる。The operation is substantially the same as the embodiment shown in FIG. 2, but unlike the embodiments shown in FIGS. 2-4, this embodiment does not recirculate insufficiently atomized and vaporized mixture. However, the time it stays in the third part of the intake pipe is somewhat longer, and the same effect as in FIG. 2 is achieved.

以上説明してきたように、この発明によれば、その構成
を吸気管内の霧化または気化不十分な混合気を通常の吸
気流れから一旦離脱させるとともに、離脱部を含み該離
脱部より吸気流れの上流域に該混合気を吸気管内の負圧
を利用して再度吸気流れに噴出せしめ霧化拡散させる機
構としたため、吸気流り部における混合気の霧化状態は
改善されるとともに、均一化した混合気が形成できその
ため機関の燃焼は安定し、排気ガス中の未燃焼成分が減
少し、運転性も改善できるという効果が得られる。As described above, according to the present invention, the structure includes a separating part that allows the insufficiently atomized or vaporized air-fuel mixture in the intake pipe to be temporarily separated from the normal intake flow, and includes a separating part to control the intake flow from the separating part. By using a mechanism in the upstream region to eject the air-fuel mixture into the intake flow again using the negative pressure in the intake pipe to atomize and diffuse it, the atomization state of the air-fuel mixture in the intake flow area has been improved and made uniform. An air-fuel mixture can be formed, resulting in stable combustion in the engine, a reduction in unburned components in the exhaust gas, and improved drivability.

また、機関への吸入混合気が吸気管、で均一化され霧化
状態も改善されるので燃料と空気の混合比を薄目にセッ
トしても安定して機関燃焼室内で燃やすことができ可燃
混合比範囲が広がる。In addition, the air-fuel mixture taken into the engine is made uniform in the intake pipe and the atomization condition is improved, so even if the mixture ratio of fuel and air is set to a low value, it can be stably burned in the engine combustion chamber, making it a flammable mixture. The ratio range is expanded.

更に、機関の低温時やパーコレーションなどが起きてい
る高温時における機関始動の場合始動直後のエンジン吹
き上がりが良くなるという効果も得られる。これは機関
始動時吸気管内の負圧、吸気流れ速度がともに低すぎる
ため突出しパイプによる燃料の噴霧拡散がほとんどでき
ないが、ある程度エンジン回転数が上がった時点で噴霧
拡散の効果が表われるためである。Furthermore, when starting the engine when the engine is at a low temperature or when the engine is at a high temperature where percolation is occurring, it is possible to obtain the effect that the engine speeds up immediately after starting. This is because when the engine starts, the negative pressure in the intake pipe and the intake flow velocity are both too low, making it almost impossible for the fuel spray to diffuse through the protruding pipe, but the effect of spray diffusion becomes apparent once the engine speed increases to a certain degree. .

【図面の簡単な説明】 第１図は従来の燃料霧化促進装置の断面説明図、第２図
はこの発明の一実施例を示す断面説明図、第３図〜第５
図はこの発明の他の実施例を示す断面説明図である。 １．１・・”Ａ化器　　　　　１ａ・・・スモールベン
チュリー２・・：スロットル弁　　　８，８，８．８・
・・吸気管３ａ・・絞り　　　　　　　４・・・冷却水
通路５．５．５・・吸気流れ部　　　６，６．６・・・
パイプ又はホース６ａ、、６ａ・・・パイプの一端　６
ｂ、６ｂ′・・パイプの他端５Ｃ，６ｄ、５ｅ・・・パ
イプの穿設孔　　７・・・シリンダーヘッド特許出願人
　　愛知機械工業株式会社 第１図 第２図 第δ図゛[BRIEF DESCRIPTION OF THE DRAWINGS] FIG. 1 is a cross-sectional explanatory diagram of a conventional fuel atomization promoting device, FIG. 2 is a cross-sectional explanatory diagram showing an embodiment of the present invention, and FIGS.
The figure is a cross-sectional explanatory view showing another embodiment of the invention. 1.1..."A converter 1a...Small venturi 2...: Throttle valve 8, 8, 8.8...
...Intake pipe 3a...Aperture 4...Cooling water passage 5.5.5...Intake flow section 6,6.6...
Pipe or hose 6a, 6a... One end of the pipe 6
b, 6b'... Other end of the pipe 5C, 6d, 5e... Pipe drilling hole 7... Cylinder head patent applicant Aichi Machine Industry Co., Ltd. Figure 1 Figure 2 Figure δ゛

Claims (5)

【特許請求の範囲】[Claims] （１）内燃機関の気化器を含む吸気管における吸気流れ
において、吸気管内の霧化または気化不十分な混合λの
一部を該吸気流れより離脱させるとともに、該離脱部を
含んで該離脱部より吸気流れの上流域に離脱した混合気
を吸気管内の負圧を利用して再度吸気流れに噴出させて
霧化拡散することによ多燃料の霧化まだは気化を促進さ
せたことを特徴とする内燃機関の燃料霧化促進装置。(1) In the intake flow in the intake pipe including the carburetor of an internal combustion engine, part of the atomized or insufficiently vaporized mixture λ in the intake pipe is separated from the intake flow, and the separation part including the separation part is It is characterized by promoting the atomization and vaporization of a large amount of fuel by using the negative pressure in the intake pipe to eject the air-fuel mixture that has separated into the upstream region of the intake flow into the intake flow and atomize and diffuse it. Fuel atomization accelerator for internal combustion engines. （２）吸気流れの動圧を利用して該吸気流れ極より離脱
させるようにした特許請求の範囲第（１）項記載の内燃
機関の燃料霧化促進装置。(2) A fuel atomization promoting device for an internal combustion engine according to claim (1), wherein the dynamic pressure of the intake flow is used to cause the intake air to separate from the intake flow pole. （３）吸気管内下層の混合気の一部を吸気流れよシ離脱
させるようにした特許請求の範囲第（１）項または第（
２）項記載の内燃機関の燃料霧化促進装置。(3) Part of the air-fuel mixture in the lower layer of the intake pipe is separated from the intake flow.
2) A fuel atomization promoting device for an internal combustion engine according to item 2). （４）前記離脱部よシ吸気流れの上流域に還流せしめて
吸気部における燃料の滞留時間を長くするとともに、離
脱した該混合気を吸気流れを利用した霧吹きの原理によ
り再度吸気流れに噴出させた特許請求の範囲第（１）項
、第（２）項または第（３）項記載の内燃機関の燃料霧
化促進装置。(4) The residence time of the fuel in the intake part is increased by causing the separation part to flow back into the upstream region of the intake flow, and the separated air-fuel mixture is again ejected into the intake flow by the principle of atomization using the intake flow. A fuel atomization promoting device for an internal combustion engine according to claim (1), (2) or (3). （５）気化器を含む吸気管内に絞シを設けるとともに、
吸気管内の吸気流れより離脱した霧化または気化不十分
な混合気を該絞シ部に還流させた特許請求の範囲第（４
）項記載の内燃機関の燃料霧化促進装置。(5) In addition to providing a restriction in the intake pipe including the carburetor,
Claim No. 4, wherein the atomized or insufficiently vaporized air-fuel mixture separated from the intake flow in the intake pipe is returned to the throttle part.
) A fuel atomization promoting device for an internal combustion engine as described in item 2.
JP16066181A 1981-10-07 1981-10-07 Fuel spray promoter for internal-combustion engine Pending JPS5862352A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP16066181A JPS5862352A (en) 1981-10-07 1981-10-07 Fuel spray promoter for internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16066181A JPS5862352A (en) 1981-10-07 1981-10-07 Fuel spray promoter for internal-combustion engine

Publications (1)

Publication Number Publication Date
JPS5862352A true JPS5862352A (en) 1983-04-13

Family

ID=15719754

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16066181A Pending JPS5862352A (en) 1981-10-07 1981-10-07 Fuel spray promoter for internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS5862352A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2529241A (en) * 2014-08-15 2016-02-17 Jaguar Land Rover Ltd Air intake apparatus

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4956027A (en) * 1972-09-30 1974-05-30
JPS54118915A (en) * 1978-03-07 1979-09-14 Toyota Motor Corp Suction controller for internal combustion engine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4956027A (en) * 1972-09-30 1974-05-30
JPS54118915A (en) * 1978-03-07 1979-09-14 Toyota Motor Corp Suction controller for internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2529241A (en) * 2014-08-15 2016-02-17 Jaguar Land Rover Ltd Air intake apparatus

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