Patent ES-358979-A1 (ES)
Title: Fuel feed device for an internal combustion engine
IPC: F02M51/02
Filed: 1968-10-09
Abstract: The invention relates to a fuel and air supply arrangement for an internal combustion engine and comprises an air supply duct 1 containing a main throttle valve 2 which is controlled by the operator, a fuel supply line 23 whose injector discharges into the supply duct 1 downstream of the throttle valve 2, the injector comprising a valve member 18 which is actuated by an electromagnet 19, there being also a metering system which comprises a member 20 which is rotated continuously and is arranged to cause current to flow in the electromagnet during a certain fraction of each rotation of the rotary member. The metering system is controlled by an auxiliary throttle member 3 which is disposed in the supply duct 1 upstream of the main throttle valve and which is arranged to open automatically and progressively as the air flow through the duct increases, such that the said fraction varies in the same sense as the opening of the auxiliary throttle member. The auxiliary throttle member 3 in Fig. 1 is a hollow cylindrical member formed with a stem 10 which slides in a guide 11, the member being loaded by a spring 8 in closing direction. A diaphragm 4 is secured to the member 3 and defines two chambers 5, 6, the chamber 5 being subjected to pressure upstream of the main throttle valve 2 through orifice 7 and the chamber 6 being subjected to air pressure at the inlet of the duct through orifice 9. Thus as the throttle valve 2 is opened so the auxiliary throttle valve moves upwardly, and as it does so it causes rotation of the cam 43 about its axis 15 through lever 14. A lever 30 is pivotally mounted at 31 and carries a follower 32 which bears against the continuously rotating cam 20, the lever being loaded by spring 33. The lever 30 also carries a contact 34 which periodically engages against a fixed contact 35 so completing a circuit whereby the electromagnet 19 is energized and the fuel valve 18 is opened. Fuel from line 23 thus discharges through orifice 41 and a further orifice 47 into the supply duct 1. The further orifice 47 is formed in a casing which is open to atmosphere through inlet 48. The pivot point 31 of the lever 30 is displaceable along a slot 45 by means of rotational movement of the cam 43 which bears against roller 44 such that as the auxiliary throttle member 3 rises as a result of increasing throttle opening so the fraction of time during which the electromagnet is energized increases and so the more fuel is discharged into the duct 1. Fuel is supplied to line 23 by pump 21 the discharge being controlled by a valve 24 which controls flow through return line 28. The valve is controlled by a pair of diaphragms 25, 49, the space 51 below the diaphragm 49 being connected through line 52 to the chamber 5 and so to the duct 1 through orifice 7. With increase in throttle opening and increased suction so the valve 24 moves towards the closed position permitting increased fuel flow in the line 23. In place of the cylinder-shaped auxiliary throttle valve, a spring-loaded butterfly type valve is utilized in Fig.3 (not shown), a cam being carried on the valve spindle to control the pivotal point of the lever 30. In Fig. 4 the rotary member which is rotated continuously is a cylindrical shell 55 formed with a triangular shaped orifice 56, the member being driven by gearing 65, 63 and being located within a casing 64. A light source 59 is disposed within the cylindrical shell and emits light through orifices 60 which may pass to photo-electric cells 58, 58a when the opening 56 in the shell permits. The cells 58, 58a are connected in a circuit whereby the electromagnet 19 of the fuel injection valve 18 is energized during fractions of each revolution of the cylindrical shell. The light source 59 and cells 58, 58a are carried on an assembly 61, 62 which is arranged for movement axially of the cylindrical shell, the assembly being carried by the stem 10 of the auxiliary throttle valve 3, so that as the throttle 2 is opened, the increased suction causes the valve 3 and the assembly 61, 62 to rise whereby due to the triangular shape of the opening 56, the cells 58, 58a are energized for increasing periods and thus the fuel injection valve 18 is opened for longer periods. The fuel return line 28 is controlled by a valve 24 as in Fig. 1. The position of the light source and photo-electric cell assembly at idling and at throttle closed positions are indicated in Figs. 6 and 7 (not shown), in the latter Figure the light source and cell being disposed below the opening 56 so that the fuel valve remains closed. In Fig. 8 is shown an arrangement which prevents fuel being supplied through the injection valve 18 when the engine is decelerating i.e. when the main throttle 2 is closed but the engine speed is still greater than a predetermined figure. The circuit of the light source 59 comprises two pairs of contacts 75, 76 and 80, 81 disposed in parallel. The contact 75 is mounted on a flexible blade 74 which is engageable by an axially movable member 71 which is controlled by a centrifugal weight device 70, the weights rotating with the cylindrical screen 55 so that when the speed is above the predetermined figure the contacts 75, 76 are open. The second pair of contacts 80, 81 is controlled by the main throttle valve 2 acting through lever 78 so that when the throttle valve is closed as shown, the contacts 80, 81 are open. Thus under the conditions stated, i. e. throttle closed and engine speed above the predetermined figure, both pairs of contacts 75, 76 and 80, 81 are open, the light source 59 is not illuminated and so the injector valve 18 remains closed. In Fig. 10 the means for preventing flow of fuel under the conditions just referred to comprises a ring member 83 pivotally mounted at 85 at the lower end of the cylindrical shell 55. At idling, the assembly of light source 59 and photoelectric cells 58, 58a are at the lowermost position and when the speed is greater than the predetermined figure the ring member 83 is disposed in the horizontal plane so that light from the light source is cut off from the cells 58, 58a and the fuel injector valve 18 thus remains closed. In the embodiment shown in Figs:13 and 14 in place of a cylindrical screen as in the previous embodiments, a screen in the form of a flat disc 90 is utilized, the disc being formed with contoured apertures 56b and being rotatably mounted by means of a driving shaft 63b. A light source 57b and a photo-electric cell 58b are disposed on either side of the disc, light passing from the source to the cell when an aperture 56b is aligned therewith. The light source and cell are mounted on a U-shaped member 93 which is secured to the shaft 86 of the auxiliary throttle valve 3b such that when the valve 3b is substantially closed as at idling, the source and cell are disposed towards the periphery of the disc 90 where the circumferential extent of the apertures 56b is least whereby the fuel injection valves 18 are opened only for brief periods, whereas when the valve 3b is fully open for full power, the light source and the cell are disposed near the shaft 63b (full line position), Fig. 14 where the circumferential extent of the apertures 56b is greatest, whereby the valves 18 are opened for maximum periods. A contact breaker type device is provided comprising a cam 94 mounted on the shaft 63b and having a lobe 95 which engages followers 98 on pivoted levers 96 so closing contact 99 against fixed contact 102 (contacts 99a, 102a are shown closed and contacts 99b, 102b are shown open) whereby the circuit through the electromagnet 19 of the fuel injector valve 18 is closed. The contacts such as 99a, 102a are arranged to open and close when no current is flowing so that no arcing occurs at the contacts. In Figs.15, 16 in place of a light source and photo-electric cell, the rotary disc 108 carries a series of magnet plates 112 which co-operate with a magneto-resistance 111, the latter being carried on an arm 109 mounted on the shaft 86 of the auxiliary throttle valve 3b so that the position of the magnetoresistance 111 varies in dependence on the air flow through the duct 1 the pieces of magnetic material 112 are shaped so that their circumferential extent increases towards the shaft 63b. The magnetoresistance 111 is connected through a circuit 115 to the electromagnet of the fuel injection valve. A contact breaker assembly is provided as in the previous embodiment. The electronic circuits of the relay 66 and limiter 67 are described with reference to Figs. 17 and 18 (not shown).