METHOD OF AND APPARATUS FOR IMPROVING THE OPERATION OF AN ENGINE

Abstract: The invention relates to a method of improving the operation of an engine. The engine includes a cylinder space (1), a piston (2) movable therein, at least one inlet valve (3), at least one outlet valve (4) as well as at least one inlet (5) and outlet (6) duct. Into inlet duct (5) or the like is introduced an air filling (IT) prior to the start of an induction stroke in a manner that said filling is first in inlet duct (5) immediately downstream of inlet valve (3). At least a portion (IT2) of air filling (IT) or the like is introduced into cylinder space (1) while outlet valve (4) is closed. A portion (IT1) of air filling can be reserved for flushing the cylinder space and said portion (IT1) is intended to exit through outlet valve (4). A fuel-and-air mixture (PAS) is introduced into the cylinder space after air filling (IT). An apparatus of the invention includes means that are synchronized for filling a section of inlet duct (5) or the like starting immediately downstream of inlet valve (3) with air filling (IT) prior to the start of an induction stroke.

Description: Method of and apparatus for improving the operation of an engine The present invention relates to a method of improving the operation- of an engine, said engine including a cyl¬ inder space, a piston or the like movable therein, at least one inlet valve, at least one outlet valve as well as, respectively, at least one inlet and outlet duct or the like whereby, at the start of an induction stroke, air or the like is introduced into the cylinder space through the inlet duct prior to introducing the mixture of fuel and air or the like. A drawback with engine used at present is that some of the gases already burned during the preceding power stroke remain in the cylinder space, which is liable to impair efficiency since there is no combustion of gases already burned. Furthermore, during the flushing of a cylinder space, some of the fuel-and-air mixture may find its way into the exhaust manifold which is liable to increase the consumption of fuel. One solution for improving the operation of an internal combustion engine is disclosed in the publication DE-OS 1 920 751. This publication describes an appara¬ tus for preventing the passage of fuel-and-air mixture through the outlet valve into the outlet duct during an induction stroke. The apparatus includes an air pipe, which is fitted in the intake manifold and from which branches an air duct to the base of each inlet valve. The air issuing from this air duct provides a flushing effect as the inlet valve and outlet valve are simultaneously open. However, the apparatus, set forth in the cited publication is constructionally unreliable in providing a satisfactory flushing action. In add- ition, the cited publication does not take into consid¬ eration all possibilities for the operation of an engine achieved by means of air filling or the like. The following -is a list of the most essential features in terms of the operation of an engine for the passage of fuel-air-air mixture: The burned gases must be removed as thoroughly as possible from the cylinder space prior to passing a fuel-and-air mixture into the cylin¬ der space - during the flushing no fuel-and-air mixture can be allowed to pass into the exhaust pipe, - filling of the cylinder space must be as complete as possible regardless of the running speed, - the simultaneous open condition or overlap re¬ sults in increased filling and thus increased power, - cooling of the valves and cylinders by means of air increases the filling. In theory, this can be derived from the equation In the equation, n is the volume of gas at 0 β C and the magnitude of coefficient is 1/273°C -1 This leads to a conclusion that, when heated to 273 * C, the volume of gas- xpands to double, and the complete combustion of fuel with excess air produces cleaner exhaust gases. This is liable to decrease especially the amount of the oxides of nitrogen. An object of a method of the invention is to provide a solution for achieving the above-mentioned properties and at the same time for eliminating the drawbacks of the prior art. In order to achieve this object, a eth- od of the invention is essentially characterized in that an air filling or the like is introduced into an inlet duct or the like prior to the start of an induction stroke in a manner that said filling is first in the inlet duct immediately downstream of an inlet valve and that at least some of the air filling or the like is introduced into the cylinder space while the outlet valve is closed. Thus, it is possible, although not necessary, that a method disclosed. in the publication DE-OS 1 920 751 be applied as a part of the method of the invention in the sense that, at the start of an induction stroke, the inlet valve and outlet valve are simultaneously open for a while. Thus, a portion of said air filling or.the. like can be reserved for flushing the cylinder space and said portion is intended to discharge through at least one outlet valve. Said at least one outlet valve is closed before the entire air filling is dis¬ charged, some of the air filling remaining in the cyl- inder space into which a fuel-and-air mixture is passed after the air filling. The air filling or a portion thereof is sucked to above a piston in the cyl¬ inder space and thus the explosive fuel-and-air mixture lies on top of this layer of air. At the moment of ex- plosion, the layer of air on top of a piston in the cyl- " inder space guarantees a complete combustion and, hence, cleaner exhaust gases. The annexed subclaims, directed to a method, set forth preferred embodiments particularly in terms of engines with two or- more cylinders. It should be noted that the method is applicable to engines operating on either Otto, Diesel or .Jankel principle. The invention relates also to an apparatus for improv¬ ing the operation of an engine. The apparatus is fit¬ ted in connection with an engine which includes at least one cylinder space, a piston or the like movable therein, at least one inlet valve, at least one outlet valve as well as respective inlet and outlet ducts. The apparatus comprises means for supplying air into the inlet duct. In order to achieve the advantages described in connect- ion with the method, the apparatus is essentially char¬ acterized by comprising means that are synchronized for filling the part of an inlet duct or the like immediate¬ ly downstream of the inlet valve with an air filling prior to the start of an induction stroke. Other characterizing features of an apparatus of the invention are set forth in the annexed, subclaims. The invention, will now be described in more detail in the following specification with reference made to the accompanying drawings. In the drawings fig. 1 shows, schematically the basic idea of the in¬ vention, figs. 2a-c show the most essential stages of the meth- od in a piston engine operating on four-stroke principle, figs. 3-5 are principle views of various air filling . or the like distributor means applicable in connection with an engine comprising two or more cylinder spaces, fig. 6 is a perspective principle view of an engine which is equipped with two cylinder spaces and fitted with a distributor means and an adjust¬ ment mechanism (fig. βa) for the amount of air filling for adjusting the air filling in pro¬ portion to the speed of rotation of an engine and fig. 7 is a principle view of the adaptation of a meth¬ od of the invention to a two-stroke engine. An engine shown in fig. 1 comprises a cylinder space 1 , a piston 2 movable therein, an inlet valve 3, an outlet valve 4, an inlet duct 5 as well as an outlet duct 6. It is obvious that the engine includes normal mechanic¬ al elements for controlling the movement of valves and piston as well, as an ignition system with a spark plug 7 as part of it. This overall aspect is not described in detail as it is not part of the invention and is self-evident technology to a person, skilled in the art. According to the basic idea of the invention, the inlet duct 5 is filled, with an air filling IT, indicated in fig. 1 by - signs. This air filling starts at the back face 8 of the inlet valve clack and continues through a certain adjustable distance in inlet duct 5. This air filling is ollowed by a fuel-and-air mixture PAS, indicated by + signs. According to one aspect of the invention, the forward portion of air filling or a certain portion IT., of air filling IT issuing from in¬ let valve 3 can be used for flushing the cylinder space, as described later in more detail. The second portion IT- of air filling IT further down in inlet duct 5 is adapted to be introduced into cylinder space 1 only after the outlet valve 4 has closed at the start of an induction stroke. In any case, the provision of through- flushing is optional in terms of the invention. Thus, the entire air filling IT can be introduced into the cylinder space while the outlet valve is closed. It should be appreciated that the term "air filling" is intended to cover other corresponding gases or gas mixtures suitable for the same purpose. All gas mix¬ tures capable of achieving the characterizing features set forth in the preamble section of this specificat¬ ion can be employed. It is naturally obvious that such a gas -mixture must contain oxygen in a certain proportion. Fig. 2a illustrates the formation of air filling IT in inlet duct 5 during a power stroke. Thus, air is sup¬ plied from a filling duct 9 connected with inlet duct 5 through a port 10 between inlet duct 5 and filling duct 9, which port can be located near inlet valve 3 as shown in figs. 2a « c. The air filling IT displaces the fuel-and-air mixture PAS away from the inlet valve further down inlet duct 5, said fuel-and-air mixture having extended all the way to- inlet .valve 3 after the preceding induction stroke. Following a power stroke, and especially in four-stroke engines, at the end of an exhaust stroke,, whereby the piston is at or near the top dead centre, there will be the situation shown in fig. 2b. This situation is an overlap situation with inlet valve 3 and outlet valve 4 simultaneously open for a while, whereby the burned gases, indicated by circles, discharge into outlet duct 6 as indicated by an arrow 11. At the same time, while the inlet valve is open, a portion IT. of air filling IT discharges from inlet duct 5 into cylinder space 1 so that this portion exits together with the burned gases into out¬ let duct 6. The situation shown in fig. 2c is the starting stage of an induction stroke, said outlet valve 4 having closed and a portion IT_ of air filling IT lying on the top surface of piston 2 and, after that, the fuel mixture having filled the rest of cylinder space 1. After the closing of inlet valve 3 and following a compression stroke, there is again the situation shown in fig. 2a after the fuel mixture extending to inlet valve has been displaced to the position shown in fig. 2a. At the moment of explosion, in cylinder space 1 on top of piston 2 there is an air filling IT, either the en¬ tire air filling or a portion thereof, as long as the simultaneous opening of inlet valve 3 and outlet valve 4 is employed during an exhaust stroke as indicated in fig. 2. It. is obvious that in single-piston engines the delivery of. air filling is simple, e.g. a control acquired from the rotation of a crankshaft or from the rotation of a member carried thereby can be used to open a valve communicated with filling duct 9. In addition to the normal vacuum of an intake manifold, the air filling can in some cases be obtained by using an air pump or a supercharger. Fig. 3 shows one way of applying an engine provided with two, four, six etc. cylinder spaces for practic¬ ing the method. Thus, those two (e.g. ST. and ST.) of the cylinder spaces of an engine are always selected, which are simultaneously doing an induction stroke (ST..) and a power stroke (ST.). A distributor means 14 provided with two outlets 12 and 13 is connected to filling ducts 9 1 and 9. communicated with the above- mentioned cylinder spaces. The distributor means 14 comprises an elongated chamber space 15 preferably of a circular cross-section, said outlet connections 12 and 13 as well as an air filling inlet connection 16 being in communication therewith. In chamber space 15 is fitted a longitudinally movable clack member 17 for always closing that outlet connection (outlet connect¬ ion 12 in fig. 3) , whose corresponding cylinder space is in induction stroke. This is due to the fact that at this point there is a vacuum in the inlet duct that carries said clack member 17 into alignment with the corresponding outlet connection 12, the clack" member being carried in chamber space 15--by centering springs 17a, 17b. Thus, from inlet connection 16 there opens through chamber space 15 an access to outlet connection 13 and, hence, an air filling IT can develop in an inlet duct 5 4 . Between the movements of air filling and while the engine is not running, said clack member 17 is in alignment with inlet connection 16 and closes it. Fig. 4 shows another embodiment of the distributor means, A distributor means 18 includes a tubular element 19, coupled to be rotatable around its longitudinal axis in synchronization with the speed of rotation of an engine by means of a member 20, which is shown as re¬ ference. A person skilled in the art is well aware of how to achieve such synchronization and member 20, so this is not explained further in this context. Tube 19 is fitted inside a protective pipe 21, ' shown with dash-and-dot lines and provided with communicating ports into filling ducts 9 - Λ connected to cylinder spaces ST..-ST.. Tube 19 is further provided with open¬ ings 22, corresponding to the number of cylinder spaces and arranged on the periphery of tube 19 in a manner that always one opening can be in communication with the filling connection of one cylinder space. Further¬ more, the openings are arranged at regular mutual dis¬ tances on the outer periphery of tube 19. Thus, as tube 19 is rotating around its longitudinal axis, an air flow (arrow .23) , produced by a vacuum prevailing in the intake manifold for developing an air filling IT in an inlet duct connected with each cylinder space, passes through a corresponding opening 22 into a correspond¬ ing filling duct 9--9. in a synchronized fashion during the compression stroke of each cylinder. Fig. 5 illustrates a still further possible embodiment of an air distributor. This air distributor 24 compri¬ ses a basically annular frame jacket 25, a distribut¬ ing disk 26 fitted inside the jacket and provided with a distributing hole 27. Distributing disk 26 is adapt¬ ed to rotate around an axle 28 which is aligned perpen¬ dicularly to the radius of the annular jacket. The ends of annular jacket 25 are closed on the one hand by an inlet gable 29 and on the other hand by a dis- tribution gable 30. The inlet gable 29- is provided with a filling air inlet connection 31 and the distri¬ bution gable 30 is provided with a number of outlet connections 32 corresponding to the number of cylinder spaces and communicated with filling ducts 9 ^ -9 . and mounted co-radially relative to the centre of distri¬ bution gable 30, so that said hole 27 rotating on a circular line with a corresponding radius will be aligned with said outlet connections. When a vacuum prevailing in the intake manifold is used to supply air into the space of distributor 24 defined by frame jacket 25, distributing disk 26 and inlet gable 29 and with hole 27 rotating in alignment with inlet gable 30, the air flow always shifts to that outlet connection 32 which is in alignment with hole 27. This operation is effected in a synchronized fashion. Fig. 6 is a basic perspective view of an engine 33 pro¬ vided with two cylinder spaces. A distributor 24 is similar to that shown in fig. 5 although constructed to be suitable for two cylinder spaces ST.. and ST 2 . The filling ducts 9 1 and 9_ are mounted in communicat¬ ion with respective inlet ducts 5_. and 5- to provide a construction basically similar to that shown in figs. 2a-c. Fig. 6 depicts one of the advantages gained by the invention, namely the air filling IT creates in the distribution duct 34 of inlet ducts 5.. and 5- a reciprocating motion shown by an arrow 35 for further enhancing the mixing of fuel-and-air mixture. The en¬ larged partial figure 6a accompanying fig. 6 further illustrates .one embodiment 36 of a • mechanism for ad¬ justing the amount of air filling. Fitted in a fuel- and-air mixture inlet duct 37 is a fuel-and-air mixture adjustment flap 38 or a similar member. This flap is used to control the speed of rotation of an engine. The adjustment flap is provided with a leverage 39 for turning the flap around an axis KA extending in the direction of the flap diameter as shown by an arrow 40 whenever the operating lever 41 of flap 38, journalled (at 42) rotatably relative to an engine block, is acted upon through the intermediary of e.g. a cable 43 or the like. Similarly, a duct 31a communicated with inlet connection 31 of distributor 24 is fitted with an ad¬ justment flap 44 or the like for adjusting the amount of air in air filling. The turning axle 45 of flap 44 or the like is connected by an intermediate spring 46 to the turning axle 47 of flap 38. The turning axles 45 and 47 are journalled upon sleeves 48 and 49 secured to the engine block. The turning axle 45 of flap 44 is fitted with a leverage 50. The extension 41a of an operating lever 41 is adapted to act on leverage 50 as shown by a diagram I. The flap 44 or its turning axle 45 is fitted with a cable 53 (53 * ') or the like for keep¬ ing flap 44 closed during a cold start. Diagram I illustrates the opening of a flap as a func¬ tion of the speed of rotation of an engine. The dia¬ gram shows that flap 38 as the. speed of rotation of an engine increases uniformly and the opening of flap 44 is linked with this opening movement in a manner that, with a cold start on a certain speed range of rotation, flap 44 begins to open after the detachment of cable 53 and as said intermediate spring 46 transmits the turning of axle 47 to the axle 45 of flap 44. Thus, flap 44 opens to its maximum open position as the speed range of an engine is circa 40-70 % of its maximum (50 % in diagram I) . After this speed range said flap 44 closes very quickly and remains closed on the top speeds of rotation of an engine. This operation is effected by means of the extension 41a of operating lever 41 and the leverage 50 of adjustment flap 44 which, upon shifting said operating lever 41 for pro¬ ducing top speed of rotation, encounter each other and this encounter results in the closing of flap 44. When operating lever 41 is returned to its initial position, flap 38 closes and flap 44 remains in its closed position by the action of said intermediate spring. Diagram I depicts a corresponding operation also for flaps 38 and 44, so that the relative position of flaps 38 and 44 is sketched on respective speed ranges of an engine in alignment with dash-and-dot lines describing ducts 31a and 37. In the example, flap 44 forms with the longitudinal axis of duct 31 a 45 * angle in its closed position and flap 38 is perpen¬ dicular to the longitudinal axis of duct 37 in its closed position. Thus, the turning motion of flap 44 to a maximum position is 45° (closing at half-way point of maximum speed of rotation) and the turning motion of flap 38 to a maximum position is 80 β -90 β . When the en¬ gine is warm, the opening of flap 44 can be synchro- nized by means of an intermediate spring 46 in direct proportion to the speed of rotation of an engine also on idle run and low speeds of -rotation. This is effect¬ ed by means of the above-mentioned adjustment mechanism 16. It is obvious that the design of such adjustment mechanism can be caried considerably within the scope of alternative constructions self-evident for a person skilled in the art. Flap 44 is fully open e.g. when the speed of rotation of an engine is half of the max¬ imum and it closes when the speed of rotation reaches the maximum. It is clear that the operation of an ad¬ justment flap can also be effected by a manual control which is different from the above operation. In an engine of the invention, a normal carburator can also be replaced with continuous injection or central in- jection. The engine can also be provided with a super¬ charger. It is obvious from the above that the engine can include an even or odd number of cylinders. Fig. 7 illustrates the application of a method of the invention to a two-stroke engine. A piston 2 compress¬ es through a crankcase 51 into an inlet duct a mixture of fuel and air. An inlet duct 5 communicates by way of a valve 52 with a filling duct, adapted to operate so as to fill the forward section of said inlet duct with an air filling IT. The air filling displaces the fuel-and-air mixture which has arrived in inlet duct 5 from crankcase 51. Valve 52 can be a spring-loaded needle valve or the like allowing the flow of air fill- ing IT from filling duct 9 into inlet duct 5 but not in the opposite direction. The method and apparatus of the invention are capable of providing an adjustable lean mixture engine. The application of this method requires sufficiently long inlet ducts in an engine so as to reserve a sufficient amount of air in inlet ducts at all operating stages of an engine. The cover of an engine can be either in¬ clined, semi-spherical, shaped as a trussed roof or a vat. The outlet valve is preferably positioned higher than the inlet valve and the spark plug at the highest point of a cylinder space. A condition for these is of course that the cylinder space is adapted to extend in vertical direction. The method is capable of pro- viding a reliably running engine which, at the moment of explosion, contains a readily ignitable and lean mixture which in turn produces cleaner exhaust gases and possibly makes even the use of a catalyzer unnecess¬ ary. A fuel-and-air mixture received in the engine is uniform with a reciprocating mixing- motion developing in inlet ducts 5 as well as in- their distribution duct (component 35 in fig. 6). Thus, operation of the car- burator and especially a flow therethrough is smooth. In addition, it is possible to employ a higher compress¬ ion, ratio in the engine.

Claims: Claims 1. A method of improving the operation of an engine, said engine including a cylinder space (1), a piston (2) or the like movable therein, at least one inlet valve (3) , at least one outlet valve (4) as well as, respectively, at least one inlet (5) and outlet (6) duct or the like whereby, at the start of an induction stroke, into said cylinder space (1) is introduced air or the like from inlet duct (5) prior to a mixture of fuel and air or the like, c h a r a c t e r i z e d in that, prior to the start of an induction stroke, into said inlet duct (5) or the like is introduced an air filling (IT) or the like in a manner that said said filling is first in inlet duct (5) immediately downstream of inlet valve (3) and that at least a portion of air filling (IT) or the like is introduced into cylinder space (1) while outlet valve (4) is closed. 2. A method as set forth in claim 1, wherein at least one inlet valve (3) and at least one outlet valve (4) are simultaneously at least partially open at the start¬ ing stage of an induction stroke, c h a r a c t e r ¬ i z e d in that a portion (IT..) of said air filling is reserved for flushing the cylinder space and said por- tion (IT.) is intended to exit through at least one outlet valve (4) and that said at least one outlet valve (4) is closed before the exit of air filling, a portion (IT 2 ) °^ t ^ ιe a ^- r filling remaining in the cylinder space into which a fuel-and-air mixture (PAS) is passed after said air filling (IT) . 3. A method as set forth in claims 1 and 2, c a r - a c t e r i z e d in that air filling (IT) is intro- duced into inlet duct (5) from outside out of a fill¬ ing duct (9) which joins with inlet duct (5) substant¬ ially at inlet valve (3) . 4. A method as set forth in claims 1-3 in an engine comprising two or more cylinder spaces (ST....), c h a r a c t e r i z e d in that air filling (IT) is introduced into inlet duct (5....) of each cylinder space (ST....) through a communicating filling duct (9....) by means of a distributor (14; 18; 24) fitted with a member (17; 19; 22; 26, 27) for passing air fill¬ ing (IT) into each filling duct (9....) in a synchro¬ nized fashion. 5. A method as set forth in claim 4, c h a r a c t e r ¬ i z e d in that the operation of a control member (17) is governed by means of the induction stroke of cylind¬ er space (ST....) in a manner that the connection of cylinder spaces (ST. and ST.) coupled pairwise with the same distributor (14) is intercepted to said distributor by means of control member (17) during each induction stroke for opening a connection to the inlet duct of another cylinder space, in which cylinder space prefer¬ ably prevails a compression stroke. 6. A method as set forth in claim 4, c h a r a c t e r ¬ i z e d in that the operation of control member (19, 22; 26, 27) is controlled by means of a transmission (20, 28) obtained mechanically from the speed of rotation of an engine. 7. A method as set forth in claim 1, c h a r a c t e r ¬ i z e d in that the supply of air filling is intercepted at a certain speed of rotation of an engine, e.g. at 40-70 % of maximum speed of rotation. 8. A method as set forth in claim 1, c h a r a c t e r ¬ i z e d in that the flow of air intended for air filling (IT) is controlled by an adjustment mechanism (36) . 9. A method as set forth in claim 8, c h a r a c t e r ¬ i z e d in that a flap (44) or the like included in ad¬ justment mechanism (36) is controlled by means of ele¬ ments (45, 46, 47, 41, 50) according to a control re¬ ceived from a flap or the like (38) fitted in a duct (37) of fuel-and-air mixture, said elements being used to transmit the movement of flap (38) or the like. 10. A method as set forth in claims 8 and 9, c h a r - a c t e r i z e d in that flap (44) or the like is closed at a certain speed of rotation of an engine, preferably at 40-70 % of maximum speed of rotation, by means of said elements (45, 46, 47, 41, 50). 11. A method as set forth in claims 8-10, c h a r a c t e r i z e d in that flap (44) or the like is kept closed during a cold start by means of an element (53) 12. An apparatus for improving the operation of an engine, said engine including at least one cylinder space (1), a piston (2) or the like movable therein, at least one inlet valve (3) , at least one outlet valve (4) as .well as respective inlet (5) and outlet (6) ducts as well as means for introducing air or the like into inlet duct (5), c h a r a c t e r i z e d in that said apparatus comprises means (9; 14, 18, 24; 36) which are synchronized for filling a section of inlet duct (5) or the like immediately downstream of inlet valve (3) with an air filling (IT) prior to the start of an induction stroke. 13. An apparatus as set forth in claim 12, c h a r ¬ a c t e r i z e d in that said means include a filling duct (9) disposed outside inlet duct (5) and adapted to join with inlet duct (5) at said inlet valve. 14. An apparatus as set forth in claims 12 and 13, c h a r a c t e r i z e d in that filling duct (9) is in communication with a distributor (14, 18, 24), adapted to introduce air filling (IT) into said fill- ing duct in a manner synchronized with the operation of an engine. 15. An apparatus as set forth in claim 14, comprising two or more cylinder spaces (ST....) , c h a r a c t e r i z e d in that cylinder spaces (ST. and ST.) are pair- wise coupled with a common distributor (14) , provided with two outlets (12 and 13) connected to filling ducts (9., 9.) and a chamber space (15) as well as a control member (17) , movable therein and adapted through the action of induction stroke (ST.) to alternately close outlets (12) for supplying air filling (IT) from the distributor's inlet connection (16) through the opened outlet (13) of chamber space (15) into the inlet duct (5,) of that cylinder space (ST.) where preferably pre- vails a compression stroke. 16. An apparatus as set forth in claim 14, comprising two or more cylinder spaces (ST....), c h a r a c t e r i z e d in that a distributor (18) comprises a tubular member or the like (19) , adapted according to the speed of rotation of an engine to be synchronally rotatable around its longitudinal axis by means of a member (20) , a protective pipe (21) or the like which is provided with connecting ports into filling ducts (9....) and which surrounds the tubular member and openings (22) , whose number corresponds to that of cylinder spaces (ST....) and which are disposed in tubular member (19) in a manner that at least one of said openings (22) at a time is in communication with a corresponding connect¬ ing port in a manner synchronized with the operation of an engine. 17. An apparatus as set forth in claim 14, comprising two or more cylinder spaces (ST....), c h a r a c t e r i z e d in that a distributor (24) comprises a distri¬ buting disk (26) , provided with a distributing hole (27) or the like and adapted to rotate between an inlet end (29) and an outlet end (30) so as to open a communicat¬ ion path to each outlet connection (32) associated with outlet end (30) and leading to a respective filling duct (9....), said communication path opening alternat¬ ely to each outlet connection from an inlet connection (31) at said inlet end (29). 18. * An apparatus as set forth in claims 12-17, c h a r a c t e r i z e d in that mounted in connection with distributor (14, 18, 24) is a mechanism for adjust¬ ing the amount of air filling. 19. An apparatus as set forth in claim 18, c h a r - a c t e r i z e d in that said adjustment mechanism in¬ cludes a distributor (14, 18, 24), a flap (44) or the like fitted in a duct (31a) communicating with an inlet connection (31), said flap being connected by elements (45, 46, 47, 41, 50) to .a flap (38) or the like fitted in a fuel-and-air mixture flowing duct, said elements (45, 46, 47, 41, 50) being used to control the movement of flap (44) or the like according to the movements of said flap (38) fitted in duct (37) . 20. An apparatus as set forth in claim 19, c h a r - a c t e r i z e d in that the adjustment mechanism in¬ cludes an intermediate spring (46) linking the axles (45, 47) or the like of flaps (38 and 44) and an operat- ing lever (47) or the like, said operating lever (41) being acted upon by means of a cable (43) or the like for imparting the adjusting effect to flap (38) , a substantially parallel effect or action being trans¬ mitted to flap (44) by means of intermediate spring (46). 21. An apparatus as set forth in claim 20, c h a r - a c t e r i z e d in that, in a certain operating lever position, a member (41a) of operating lever (41) is adapted to shift flap (44) back to a closing position against the force of intermediate spring (46) , said position being obtainable by shifting said cable (43) or the like. 22. An apparatus as set forth in claim 20, c h a r - a c t e r i z e d in that flap (44) or the like is pro¬ vided with a closing member (53) for retaining flap (44) in a closed position especially during a cold start.

Inventors: SUOMINEN BRITA, SUOMINEN LAURI, SUOMINEN, BRITA, SUOMINEN, LAURI
Applicants: SUOMINEN BRITA, SUOMINEN LAURI, SUOMINEN, BRITA, SUOMINEN, LAURI
Application year: 1988
Main classification: F02B25
IPC codes: F02B17, F02B25, F02B29