Abstract: This disclosure is directed to a multicylinder internal combustion engine with externally supplied ignition, which has a fuel vaporizing device which is connected to individual intake tubes of the engine via a line system. The line system is embodied as branching in such a way that only respective combustion chambers which are not operated in direct ignition sequence (1-3-4-2) are connected in pairs to each other and jointly via a central line to the fuel vaporizing device. The multicylinder internal combustion engine with externally supplied ignition, is provided for motor vehicles.

Abstract: An internal combustion engine for motor vehicles, with an intake tube for aspirating combustion air, in which the tube leads to at least one combustion cylinder, and in which tube a throttle valve is disposed. The intake tube effects a mixing of combustion air and fuel vapor downstream of the throttle valve. For the sake of intensive mixing of fuel vapor and combustion air into a largely homogeneous mixture, the fuel vapor generated in a fuel evaporator outside the intake tube is introduced via a delivery device into air turbulence paths that unavoidably develop downstream of the throttle valve in the intake tube as a consequence of the geometry of the intake tube and/or throttle valve.

Abstract: A fuel delivery system for an internal combustion engine having an intake air metering device, leading to individual combustion chambers several fuel injection valves, each of which is assigned to one combustion chamber, and a central fuel vaporizer to which fuel can be supplied by a fuel metering device. To reduce pollutant emissions during the warm-up phase of the internal combustion engine after start-up, fuel vapor generated in the fuel vaporizer can be added to the intake air for the combustion chambers downstream from the intake air metering device.

Abstract: An atomizing sieve of a fuel injection valve having a dish-like concavely cambered form is provided downstream of at least one spray orifice of the fuel injection valve, as seen in the direction of flow of fuel. The atomizing sieve is cast with an outer circumferential region in a protective cap provided at the downstream end of the fuel injection valve. For protection against mechanical effects, protective prongs of the protective cap project further downstream than the lowest region of the atomizing sieve. When the fuel is being injected, a part quantity collects in this lowest region and represents a comparatively static liquid quantity which new fuel then strikes. This arrangement allows an ideal break-up of the fuel into very small droplets. The atomizing sieve also forms a protective shield against icing-up, plugging and settlement of chemical substances within the fuel injection valve.

Abstract: In a method for reducing the fuel supply for one cylinder of a multi-cylinder internal combustion engine with centralized injection, the procedure is that the cylinder located in the intake cycle sequence in front of the cylinder whose mixture is to be made much leaner, for example because of unreliable combustion, is already supplied with less fuel than is the case when all cylinders are operable. In addition, the intake cycle for the failed cylinder itself is supplied with as little fuel as possible. Using this method, it is possible to set a very lean mixture in the failed cylinder but a mixture having a lambda value close to 1 in the remaining cylinders. This ensures that the motor vehicle in which the internal combustion engine with the failed cylinder is operating can still be reliably operated and, at the same time, there is no risk of overheating of the catalytic converter.

Abstract: A carburettor or other combustible mixture generator 1 has a mixture chamber 3 surrounded by a tubular wall 2 which has an inner skin 9 and an outer skin 10 with an annular heating chamber 11 between them. Heating fluid such as exhaust gas or heated engine cooling water flows through the chamber 11 from an inlet 12 to an outlet 13 and so heats the inner skin 9. A fuel metering device 6, 7 directs the fuel on to the surface of the heated skin 9 and thus causes the fuel to be evaporated within the mixing chamber 3 upstream of a throttle 4. This greatly improves the uniformity of the mixture and the uniformity of its distribution through an inlet downstream of the throttle 4.

Abstract: A downdraught carburettor of the constant pressure type has a mixing chamber 2 with an operator-controlled throttle valve 3 at its downstream end and a choke valve 10, which is operated by a diaphragm box 20 in dependence upon the pressure in the mixing chamber 2, at its upstream end. Fuel is supplied to the mixing chamber from an annular duct 5 through ports 6 to the wall of the mixing chamber down which the fuel flows in the form of a thin film. The film is evaporated to form the mixture by a heating jacket 16 which surrounds the mixing chamber 2 and is heated by engine cooling water or exhaust gases. In order to prevent the film of fuel from being broken up before it has been heated and evaporated, which tends to happen owing to turbulence in the air stream caused by the choke valve 10, an inner tube 11 is provided. The choke valve 10 is situated in the upstream end of the inner tube 11 so that the fuel film is screened by the tube 11 from any turbulence caused by the valve 10.

Abstract: A constant pressure carburettor comprises a mixing chamber 2 which is surrounded by a heating jacket 12, an operator controlled throttle valve 3 at the downstream end of the chamber 2, a fuel feeder 5, 6 at the upstream end of the mixing chamber and a choke valve 10 at an air inlet to the carburettor. The choke valve 10 is, in use, controlled automatically by the air flow into the carburettor in dependence on the opening of the throttle valve 3 and the speed of the engine to which the carburettor is fitted. The choke valve 10 tends to produce vortices or turbulence in the air flow and this tends to cause the fuel supplied by the feeder 5, 6 to the wall of the chamber 2 to be prematurely removed before it is heated. This adversely affects the vaporization of the fuel and the formation of the air-fuel mixture. To avoid turbulence or vortices in the chamber 2, a stabilization conduit 16 is provided between the choke valve 10 and the fuel feeder 5, 6.