# US 4,393,827 A · Multicylinder internal combustion engine, especially for automotive vehicles and process for supplying of a fuel-air mixture thereto > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 4,393,827 A - Document ID: US4393827A - Status: Granted - Kind: A - Application number: 06/323,485 - Filed: 1981-11-20 - Granted: 1983-07-19 - Earliest claimed: 1980-11-25 - Assignees: Dr. Ing. h.c.F. Porsche Aktiengesellschaft - Inventors: Wolfgang Schmid - Web page: https://patentgrep.com/patent/US4393827A ## CPC - F02M 13/046: {arranged in parallel, e.g. initial and main carburettor} - F02D 17/02: Cutting-out (cutting-out engines in multiple engine arrangements F02D25/04) - F02M: SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) ## Abstract A multicylinder internal combustion engine having separate cylinder groups, each of which is associated with a fuel-air mixture supply means for selectively supplying a fuel-air mixture or only air thereto, and a process for supplying of a fuel-air mixture thereto. In accordance with all embodiments, air only is supplied to the second cylinder group when the engine is operating in a warmed-up condition, under partial load operating conditions, a fuel-air mixture being supplied to both cylinder groups, regardless of engine temperature conditions, once the partial load range has been exceeded. A fuel-air mixture is supplied to the first cylinder group in accordance with all embodiments, regardless of engine temperature or load conditions. In accordance with a preferred embodiment of the engine, a single cam disk is utilized to control the air supply through the air intakes for both cylinder groups in cooperation with a vacuum cell, and a temperature controlled venting device for the vacuum cell. In accordance with the process embodiments, the fuel-air supply to the second cylinder group during warm-up is either progressively increased and then decreased to an amount approximating zero, or is held constant throughout the predetermined load range; while, with the engine warmed-up for operation, the supply of air only to the second cylinder group, in the partial load range, is either progressively increased, held constant, and then decreased to an amount approximating zero, or is increased, held constant to the end of the partial load range and then abruptly decreased to the amount approximating zero. ## Claims ### Claim 1 Multicylinder internal combustion engine having separate cylinder groups, each cylinder group being associated with a fuel-air mixture supply means for selectively supplying a fuel-air mixture or only air thereto, wherein each cylinder group is associated with a throttle valve arranged in an intake pipe, each throttle valve being connected to a control lever and the position of the throttle valves being variable by an accelerator pedal actuated cam disk which is arranged to coact with the control levers, the control lever connected to the throttle valve that is associated with the first cylinder group coacts with a single curved path of the cam disk in all operating ranges of the internal combustion engine, both when the engine is warmed-up for operation and in the warming-up phase of the internal combustion engine; the control lever connected to the throttle valve that is associated with the second cylinder group coacts with a first curved path, that is correlated with a predetermined partial load range, when the internal combustion engine is warmed-up for operation, and coacts with a second curved path, that is correlated with all operating ranges of the internal combustion engine, in the warming-up phase of the internal combustion engine and when the engine is warmed-up, about the predetermined partial load range up to full load, characterized in that said single curved path cooperating with the control lever of the first cylinder group is an inner path of a first guide slot, said first curved path coacting with the control lever of the second cylinder group is an outer path of a second guide slot, and said second curved path coacting with the control lever of the second cylinder group is an inner path of said second guide slot. ### Claim 2 (depends on 1) Multicylinder internal combustion engine according to claim 1, characterized in that displacement of the control lever connected to the throttle valve associated with the second cylinder group can be affected, via a control lever and a balancing spring, by a vacuum cell that is responsive to the vacuum in the intake pipe of the second cylinder group, said vacuum cell being ventable by a venting valve. ### Claim 3 (depends on 1) Multicylinder internal combustion engine according to claim 1, characterized in that displacement of the control lever connected to the throttle valve associated with the second cylinder group can be affected, via control levers, by a vacuum cell cooperating with the vacuum in the intake pipe of the second cylinder group, said vacuum cell being ventable by a venting valve. ### Claim 4 (depends on 1) Multicylinder internal combustion engine according to claim 1, characterized in that the control lever connected to the throttle valve associated with the second cylinder group, with the internal combustion engine being at a standstill, is in contact with the second curved path, and the throttle valve connected thereto is slightly opened at this stage. ### Claim 5 (depends on 1) Multicylinder internal combustion engine according to claim 1, characterized in that displacement of the control lever connected to the throttle valve associated with the second cylinder group can be affected, via a control lever and a balancing spring, by a vacuum cell that is responsive to the vacuum in the intake pipe of the second cylinder group, said vacuum cell being ventable by a venting valve, wherein said cam disk and vacuum cell coact with the throttle valve associated with the second cylinder unit forming a means for causing, during the warming-up of the engine, a fuel-air mixture to be supplied to the cylinders of the second cylinder group in all operating ranges in an amount that is continuously increased in a first portion of said predetermined partial load range and is continuously decreased to a quantity approximating zero in a remaining portion of the partial load range, and with the engine warmed up for operation, only air to be supplied to said second cylinder group throughout said partial load range. ### Claim 6 (depends on 5) Multicylinder engine according to claim 5, wherein the supply of air only produced by said means for causing, with the engine warmed-up, is continuously increased in a first part of said partial load range, held constant in a second part of the partial load range, and reduced to an amount approximating zero at the end of the partial load range. ### Claim 7 (depends on 5) Multicylinder engine according to claim 5, wherein said means for causing is operable to continuously reduce the supply of only air between said second part of the partial load range and the end thereof. ### Claim 8 (depends on 7) Multicylinder engine according to claim 7, wherein said means for causing is operable for maintaining said constant supply of air only to the end of the partial load range and abruptly reducing the air supply to said amount approximating zero thereat. ### Claim 9 (depends on 3) Multicylinder engine according to claim 3, wherein said cam disk and vacuum cell coact with the throttle valve associated with the second cylinder unit forming a means for causing, during the warming-up of the engine, a fuel-air mixture to be supplied to the cylinders to the second cylinder group in all operating ranges in an amount that is maintained constant throughout the predetermined partial load range, and with the engine warmed-up for operation, only air to be supplied to said second cylinder group throughout said partial load range. ### Claim 10 (depends on 9) Multicylinder engine according to claim 9 wherein the supply of air only produced by said means for causing, with the engine warmed-up, is continuously increased in a first part of said partial load range, held constant in a second part of the partial load range, and reduced to an amount approximating zero at the end of the partial load range. ### Claim 11 (depends on 10) Multicylinder engine according to claim 10, wherein said means for causing is operable to continuously reduce the supply of only air between said second part of the partial load range and the end thereof. ### Claim 12 (depends on 11) Multicylinder engine according to claim 11, wherein said means for causing is operable for maintaining said constant supply of air only to the end of the partial load range and abruptly reducing the air supply to said amount approximating zero thereat. ### Claim 13 A multicylinder internal-combustion engine having at least two cylinder groups to which, in each case, one fuel-air-mixture feeding device having fuel-injection valves that can be influenced by a control mechanism, is assigned, in which case, each cylinder group is assigned one throttle valve disposed in the intake tube, with the position of said throttle valve being changeable by means of a cam disk by the accelerator pedal, and in which case, the cam disk interacts with first and second control levers firmly disposed on the throttle valve shafts with respect to rotation, in which case, when the internal-combustion engine is warmed up until the end of a predetermined partial-load range is reached, a fuel-air mixture is supplied to a first cylinder group and air is supplied to a second cylinder group in such a way that the air volume in a remaining part of the partial load range that is connected to a first part, is decreased to a volume of approximately zero, and in which case, after passing through the predetermined partial-load range until a full-load is reached, a fuel-air-mixture is supplied to both cylinder groups, characterized in that said first control lever of the second cylinder group interacts with two curved tracks, in which case the first curved track is developed for the predetermined partial-load range in the case of a warmed-up internal-combustion engine, and the second curved track is developed for all operational ranges of the internal-combustion engine in the warming up phase of the internal-combustion engine and for the operational range of the internal-combustion engine above the predetermined partial-load range up to the full load in the case of a warmed-up internal-combustion engine. ### Claim 14 (depends on 13) Multicylinder internal combustion engine according to claim 13, characterized in that the control lever connected to the throttle valve associated with the second cylinder group, with the internal combustion engine being at a standstill, is in contact with the second curved path, and the throttle valve connected thereto is slightly opened at this stage. ### Claim 15 (depends on 13) Multicylinder engine according to claim 13, wherein said cam disk and vacuum cell coact with the throttle valve associated with the second cylinder unit forming a means for causing, during the warming-up of the engine, a fuel-air mixture to be supplied to the cylinders of the second cylinder group in all operating ranges in an amount that is continuously increased in a first portion of said predetermined partial load range and is continuously decreased to a quantity approximating zero in a remaining portion of the partial load range, and with the engine warmed up for operation, only air to be supplied to said second cylinder group throughout said partial load range. ### Claim 16 (depends on 15) Multicylinder engine according to claim 15, wherein the supply of air only produced by said means for causing, with the engine warmed-up, is continuously increased in a first part of said partial load range, held constant in a second part of the partial laod range, and reduced to an amount approximating zero at the end of the partial load range. ### Claim 17 (depends on 15) Multicylinder engine according to claim 15, wherein said means for causing is operable to continuously reduce the supply of only air between said second part of the partial load range and the end thereof. ### Claim 18 (depends on 17) Multicylinder engine according to claim 17, wherein said means for causing is operable for maintaining said constant supply of air only to the end of the partial load range and abruptly reducing the air supply to said amount approximating zero thereat. ### Claim 19 (depends on 13) Multicylinder engine according to claim 13, wherein said cam disk and vacuum cell coact with the throttle valve associated with the second cylinder unit forming a means for causing, during the warming-up of the engine, a fuel-air mixture to be supplied to the cylinders of the second cylinder group in all operating ranges in an amount that is maintained constant throughout the predetermined partial load range, and with the engine warmed-up for operation, only air to be supplied to said second cylinder group throughout said partial load range. ### Claim 20 (depends on 19) Multicylinder engine according to claim 19, wherein the supply of air only produced by said means for causing, with the engine warmed-up, is continuously increased in a first part of said partial load range, held constant in a second part of the partial load range, and reduced to an amount approximating zero at the end of the partial load range. ### Claim 21 (depends on 20) Multicylinder engine according to claim 20, wherein said means for causing is operable to continuously reduce the supply of only air between said second part of the partial load range and the end thereof. ### Claim 22 (depends on 21) Multicylinder engine according to claim 21, wherein said means for causing is operable for maintaining said constant supply of air only to the end of the partial load range and abruptly reducing the air supply to said amount approximating zero thereat. ### Claim 23 (depends on 16) A multicylinder internal-combustion engine according to claim 16, characterized in that a third curved track interacting with said second control lever of the first cylinder group is an inside track of a first link; and the first curved track interacting with the first control lever of the second cylinder group is an outside track of a second link; and the second curved track interacting with the first control lever of the second cylinder group is an inside track of the second link. ### Claim 24 (depends on 16) A multicylinder internal-combustion engine according to claim 16, characterized in that the control mechanism that can influence the fuel-injection valves that can be actuated electromagnetically, is controlled by a switch-on circuit that can be affected by a temperature switch and a connector switch. ### Claim 25 (depends on 24) A multicylinder internal-combustion engine according to claim 24, characterized in that an electromagnetic venting valve is disposed in the switch-on circuit. ### Claim 26 (depends on 24) A multicylinder internal-combustion engine according to claim 24, characterized in that the ventilating valve, the temperature switch and the connector switch are connected in series. ### Claim 27 (depends on 16) A multicylinder internal-combustion engine according to claim 16, characterized in that the first control lever of the second cylinder group can be influenced through a first further control lever and an equalizer spring by means of a vacuum chamber interacting with the vacuum in the intake pipe of the second cylinder group and the vacuum chamber can be ventilated by the venting valve. ### Claim 28 (depends on 13) A multicylinder internal-combustion engine according to claim 13, characterized in that the first control lever of the second cylinder group, through said first further control lever and a second further control lever, can be influenced by a vacuum chamber interacting with the vacuum in the intake pipe of the second cylinder group, and the vacuum chamber can be vented by the venting valve. ### Claim 29 (depends on 13) A multicylinder internal-combustion engine according to claim 13, characterized in that the control lever of the second cylinder group, in the warming-up phase, rests against the second curved track and the throttle valve is slightly opened during this state. ### Claim 30 (depends on 13) A multicylinder internal-combustion engine according to claim 13, characterized in that the volume of the fuel-air mixture supplied to the second cylinder group stays the same until the end of the predetermined partial load range.