U.S. patent application number 15/225920 was filed with the patent office on 2018-02-08 for compact ejector system for a boosted internal combustion engine.
The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Syed K. Ali, Roger Joseph Khami, Eric A. Macke, David S. Moyer, Chris A. Myers, Scott M. Rollins, Dhaval P. Vaishnav, Matthew Werner.
Application Number | 20180038321 15/225920 |
Document ID | / |
Family ID | 60996408 |
Filed Date | 2018-02-08 |
United States Patent
Application |
20180038321 |
Kind Code |
A1 |
Myers; Chris A. ; et
al. |
February 8, 2018 |
Compact Ejector System for a Boosted Internal Combustion Engine
Abstract
Vapors in the fuel tank of a vehicle are collected in a carbon
canister. An ejector or aspirator is used to purge the carbon
canister in a pressure-charged engine in which a positive pressure
exists in the intake. A compact ejector includes a substantially
planar flange and a venturi tube coupled to the flange with a
central axis of the venturi tube substantially parallel to the
flange. By mounting the ejector on an intake component, having the
venturi tube on the inside of the intake component, and having the
venturi tube parallel to the flange yields a very compact package
and protects the ejector from damage from other engine
components.
Inventors: |
Myers; Chris A.; (Holly,
MI) ; Vaishnav; Dhaval P.; (Canton, MI) ; Ali;
Syed K.; (Dearborn, MI) ; Moyer; David S.;
(Sterling Heights, MI) ; Rollins; Scott M.;
(Canton, MI) ; Werner; Matthew; (Marysville,
MI) ; Macke; Eric A.; (Ann Arbor, MI) ; Khami;
Roger Joseph; (Troy, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
60996408 |
Appl. No.: |
15/225920 |
Filed: |
August 2, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B29C 65/16 20130101;
B29C 65/72 20130101; B29C 66/534 20130101; B29C 65/58 20130101;
F02M 2200/8046 20130101; B29C 65/06 20130101; B29C 66/30223
20130101; F02M 25/089 20130101; B29C 66/55 20130101; F02M 35/10222
20130101; B29C 65/1412 20130101; B29L 2031/7492 20130101; B29C
65/20 20130101; B29C 66/242 20130101; B29C 66/124 20130101; B29C
65/08 20130101; F02M 25/0872 20130101; B29C 65/48 20130101; B29C
66/532 20130101 |
International
Class: |
F02M 25/08 20060101
F02M025/08; F02M 35/10 20060101 F02M035/10 |
Claims
1. A compact ejector for a canister purge system of a boosted
engine, comprising: a flange; a venturi tube coupled to the flange;
and first and second tubes extending through the flange wherein:
the first tube fluidly couples to one end of the venturi tube; the
second tube fluidly couples to a downstream end of a throat of the
venturi tube; the ejector comprises first and second pieces coupled
together; the venturi tube comprises first and second pieces
coupled together; the first piece comprises the first and second
tubes, the flange, and an upper portion of the venturi tube; and
the second piece comprises a lower portion of the venturi tube.
2. The ejector of claim 1 wherein the flange is substantially
planar and a centerline of the venturi tube is substantially
parallel to the flange.
3. The ejector of claim 1 wherein: the second tube is substantially
perpendicular to the flange; and a centerline of the first tube and
a centerline of the second tube form an acute angle.
4. The ejector of claim 1 wherein: a centerline of the first tube
and a centerline of the second tube are substantially parallel; and
the centerline of the first tube is substantially perpendicular to
the flange.
5. The ejector of claim 1 wherein the first piece and the second
piece are coupled by one of sonic welding, ultrasonic welding,
thermal welding, vibration welding, induction welding, laser
welding, a hot plate, and infrared welding.
6. The ejector of claim 1 wherein: the first and second pieces are
coupled by a plurality of snap fit connectors arranged around the
periphery of the first and second pieces.
7. The ejector of claim 1 wherein: the venturi tube comprises a
converging section to which the first tube is fluidly coupled, the
throat, and a diverging section.
8. The ejector of claim 74 wherein at least one of the following
characteristics of the diverging section exists: a centerline of
the diverging section angles downward slightly with respect to the
flange; and the diverging section has a circular cross section
proximate the throat and across section of a flattened circle
proximate an exit of the diverging section.
9. An ejector system for a boosted engine, comprising: an air
system component; an ejector coupled to the air system component,
the ejector comprising: a first piece having a first tube, a second
tube, a flange with a surface around the periphery, and a first
portion of a venturi tube; and a second piece that is coupled to
the first piece and comprises a second portion of the venturi
tube.
10. The ejector system of claim 9 wherein the first and second
pieces are affixed by one of welding, snap fitting, and mechanical
fasteners.
11. The ejector system of claim 9 wherein: the air system component
defines an opening with a surface surrounding the opening; the
flange of the ejector has a surface that interfaces with the
surface of the air system component; and the surface of the ejector
is welded to the surface of the air system component with the
venturi tube of the ejector located inside the air duct.
12. The ejector system of claim 9 wherein: the venturi tube of the
ejector comprises a converging section, a throat, and a diverging
section; a centerline of the converging section and a centerline of
the throat are substantially parallel to the flange; and a
centerline of the diverging section dips downward from plane of the
flange as considered in the direction of flow.
13. The ejector system of claim 9 wherein the air system component
is one of an air filter box and an intake air duct.
14. The ejector system of claim 9 wherein when the first piece is
coupled to the second piece a seal between the first and second
pieces is provided by one of: an adhesive material provided on the
interface surfaces of the first and second pieces; and a groove in
at least one of the interface surfaces with an O-ring disposed in
the groove.
15. An ejector system for a canister purge system of a boosted
engine, comprising: a flange; a venturi tube coupled to the flange,
the venturi tube comprising a converging section, a throat, and a
diverging section; a first tube fluidly coupled to the venturi tube
upstream of the converging section; a second tube fluidly coupled
to the venturi tube immediately downstream of the throat; and an
intake system component defining an opening and having a surface at
the periphery of the opening wherein: a periphery of the flange has
a surface; and the surface of the flange is affixed to the surface
of the opening associated with the intake system component.
16. The ejector of claim 15 wherein: the ejector is comprised of
two pieces that are coupled by one of a weld connection and a snap
fit connection; the first piece comprises the first tube, the
second tube, the flange, and a first portion of the venturi tube;
and the second piece comprises a second portion of the venturi
tube.
17. The ejector of claim 16 wherein one of the two pieces of the
ejector has a skirt extending from a periphery of the ejector to
thereby provide a butt and shear weld and a pilot for assembly.
18. The ejector of claim 15 wherein the ejector is made by one of:
injection molding, 3-D printing, casting, vacuum forming, blow
molding, rotomolding, resin transfer molding, and machining from a
blank.
19. The ejector of claim 15 wherein a centerline of the diverging
section is offset from a centerline of the converging section of
the venturi tube.
20. The ejector of claim 15 wherein: the intake air component is
one of an intake air duct and an air filter box; the ejector is
affixed to the intake air component by at least one of: a weld,
screws, mechanical fastener, rivets, and an adhesive.
21. The ejector of claim 15 wherein at least one of: a centerline
of the first tube forms an acute angle with the plane of the
flange; and a centerline of the second tube forms an acute angle
with the plane of the flange.
22. The ejector of claim 15 wherein near the outlet end of the
diverging section, a divot extends into the flow path of the
diverging section.
Description
FIELD OF INVENTION
[0001] The present disclosure relates to a vapor purge system for
an internal combustion engine, particularly related to an ejector
for aiding purge during boosted operation.
BACKGROUND
[0002] Vehicles are equipped with an evaporative emission control
system that traps fuel vapors from the fuel tank of the vehicle and
stores them in a canister in which charcoal particles or other
suitable media are disposed. The fuel vapors are absorbed onto the
charcoal particles. To avoid overloading the canister such that the
charcoal particles have no further capacity to absorb fuel vapors,
the canister is purged regularly.
[0003] In a naturally-aspirated internal combustion engine, the
pressure in the intake manifold is depressed. This vacuum is used
to draw fresh air through the canister.
[0004] The vapor-laden air is then inducted into the engine and
combusted. A purge valve or port is provided that fluidly couples
the canister with the intake of the engine when purging is
desired.
[0005] In boosted engines, i.e., turbocharged, supercharged, or
boosted by any suitable device, pressure in the engine's intake is
often above atmospheric thereby reducing the available times for
purging. To obtain a vacuum to drive purge flow, a tube with a
throat (reduced diameter section) causes a higher flowrate which
causes the vacuum. The component in which the throat is included is
called an ejector or an aspirator.
[0006] An example of a prior art configuration in FIG. 1. An engine
10 has an air intake system including a manifold 12 and a throttle
body 14. Throttle body 14 has an air passage 16 and a throttle
valve 18 to control the quantity of air flowing into manifold 12.
Throttle body 14 has an inlet 20 fluidly connected to an outlet 22
of a turbocharger assembly 24.
[0007] Turbocharger assembly 24 includes a compressor 26 and a
turbine 28. Compressor 26 and turbine 28 are both mounted upon a
common shaft 30. Exhaust gases are directed through a duct 32 to
turbine 28 and discharged through an outlet tube 34.
[0008] Compressor 26 receives air from an inlet duct 36. Air is
pressurized by compressor 26 and discharged into outlet 22 and then
into throttle body 14 or charge air cooler into manifold 12 and
then into engine 10.
[0009] Modern engines are equipped with vapor emission control
systems which include a fuel vapor storage canister 38. Vapor
storage canister 38 has a quantity of activated charcoal particles
40 or other suitable adsorbent material. Activated charcoal absorbs
fuel vapor and stores them. Charcoal particles 40 are secured
between a lower screen 42 and an upper screen 44. Fuel vapors and
air are routed to the interior of canister 38.
[0010] Charcoal 40 has a finite storage capacity of fuel vapor.
Therefore, the canister is purged periodically to remove fuel vapor
from the charcoal by drawing air from the atmosphere into the
canister and through the activated charcoal bed. Atmospheric air
flows through picks up molecules of fuel vapor in an adsorption
process. The fuel laden air is drawing into combustion chambers of
engine 10 and burned. An air inlet 46 is provided to allow purge
air to engine canister 38. Air from inlet 46 passes downward
through a duct 48 to a space 50 beneath the screen 42 and above the
bottom of canister 38.
[0011] Canister 38 has an outlet opening 52 to allow purge air and
fuel vapors to be discharged from canister 38. Normally, purge air
and fuel vapor is desorbed from the charcoal through a conduit 54
to either of conduits 56 or 58; alternatively, the conduit can be
coupled to the intake manifold. When engine 10 is idling, throttle
valve 18 assumes a position 18' and the interior of throttle body
14 downstream of throttle valve 18 is at a vacuum. During this
period, purge air is drawn from conduit 56 through an orifice 60.
Excessive purge can interfere with engine performance. A fuel vapor
management valve 62 controls air-fuel vapor purge based on engine
operating conditions into intake manifold 12.
[0012] When engine 10 is operating at part throttle, i.e. with
throttle valve 18 between the idle position and wide open throttle
(position shown as element 18 in FIG. 1). The portion of throttle
body 14 upstream of throttle valve 18 is exposed to manifold vacuum
pressure. This vacuum includes air flow through conduit 58, check
valve 64, an orifice 66, and port 68 into throttle body 14. Purge
flow is influenced by the relative position of throttle valve 18 to
port 68 and by the size of the orifice. Orifice 66 limits the purge
air flow into engine 10 as appropriate for good operation.
[0013] When engine 10 is operating under boost conditions,
compressor 26 generates a greater pressure at outlet 22 of
turbocharger 24 than at inlet 36. Under these conditions,
compressor 26 generates a positive pressure in throttle body 14 and
in manifold 12. Check valves 62, 64 prevent air flow from throttle
body 14. The positive pressure at outlet 22 causes air to flow
through a conduit 70 to an inlet end portion 72 of an ejector 74.
Ejector 74 includes a housing defining inlet end portion 72, outlet
end portion 66 and a reduced dimension passage 78 (throat) there
between. Air passes from inlet 72 through throat 78 to an outlet 76
and then through conduit 80 to inlet 36 of compressor 26. Flow of
air through throat 78 reduces pressure as is well known by one
skilled in the art.
[0014] Ejector 74 also includes a purge air passage 82 which opens
into passage 78. Conduit 54 is connected to the purge air passage
of ejector 74. A check valve 84 allows the flow of air and vapors
from conduit 54 into passage 82 and then into passage 78. Finally,
purge air and vapor pass through conduit 70 into throttle body 14
and then into engine 10. During non-boost operation of engine 10,
check valve 84 prevents air flow from ejector 74 back to canister
38.
[0015] The above-described emissions control operates effectively
to route purged vapors to engine 10 and treatment by a catalytic
converter (not shown). However, under some conditions, it is
undesirable to purge canister 38. For example, when the catalytic
converter is too cool to effectively process exhaust gases,
provision is made to prevent canister purging. A control valve 86
is provided downstream of outlet opening 52 from canister 38. Valve
86 has an outlet port 88 formed by a valve seat 90. A movable
valving member such as a diaphragm 92 is normally positioned by a
spring 94 against seat 90 so that air cannot flow through valve 86.
This is the condition of the valve when no purge is desired as
mentioned above.
[0016] When air flow through valve 86 is desired, a vacuum pressure
is introduced into valve 86 above the diaphragm 92 which unblocks
port 88. Vacuum is directed to valve 86 through a conduit 96 which
is connected to a port of a solenoid controlled on-off valve 98.
Another port of valve 108 is connected to a conduit 100. In turn,
the conduit is connected to a conduit 104. An electric solenoid
valve 108 is connected to a conduit 100. In turn, conduit 100 is
connected to check valve 102 which is connected to a conduit 104.
When open, vacuum is communicated to the space above diaphragm 92
thus allowing purging. When closed, no vacuum is routed to the
space above diaphragm 92 thus allowing purging. When closed, no
vacuum is routed to the space above the diaphragm and port 88 is
blocked thus preventing purging of canister 38. Solenoid valve 108
is commanded to energize by an engine electronic control unit 110
(ECU).
[0017] The componentry shown in FIG. 1 is provided merely as
background to the present disclosure and is not intended to be
limiting in any way. The components are known to be coupled in
alternative ways to that shown in FIG. 1.
[0018] Ejector 74 of FIG. 1 suffers from multiple deficiencies. It
is a stand-alone part that must be separately packaged, protected
from damage, and supported. It is known to mount an ejector on an
engine intake component, such as shown in FIG. 4. Referring first
to FIG. 2, an ejector 120 is shown that has a flange 122 through
which tubes 124 and 126 extend. Ejector 120 is shown in cross
section in FIG. 3. Disposed in tube 124 is an insert 130 with a
reduced cross section. Insert 130 has a throat 132 with a small
cross section. The speed at which gases move through throat 132 is
much greater than the speed of the flow at an inlet of tube 124.
Downstream of insert 130 is a straight section 136. It would be
preferable to have this be a diverging tube. Prior art
manufacturing methods led to tube 136 being straight. Tube 134
couples to tube 124 at the location of throat 132 via a tee tube
134 to thereby induce flow through 126. In the fabrication of
ejector 120, the inside diameter of tube 134 is formed through an
orifice proximate a plug 128. After fabrication, tee tube 134 is
sealed via plug 128. Ejector 120 is shown mounted to an air box 150
in FIG. 4.
[0019] The ejector system shown in FIG. 4 presents some
deficiencies. Referring to FIG. 4, the depth that the ejector
extends into air box 150 is shown by numeral 140 and the width of
ejector 120 within air box 150 is shown by numeral 142 in FIG. 3.
This presents considerable encroachment on the interior of air box
150. Air boxes have unique designs depending on the engine, the
vehicle, and other package considerations such as other
accessories. Although it would be desirable for a vehicle
manufacturer to have three or four standard air boxes, in reality,
there is little crossover among different vehicles. It is likely
that many unique ejectors would be required to mate to a variety of
air boxes. The considerable encroachment can also cause higher flow
restriction for the air passing through the duct. The ejector of
FIGS. 2-4 has three elements: the main body of ejector 120, a cap
144, and insert 130. Insert 130 is sometimes molded separately to
avoid a molding process in which a thin pin is used to form the
opening. A tube 136 downstream of insert 130 is straight because a
pin is pulled to form tube 136. This is not the preferred shape,
simply what is available based on the manufacturing process.
Disadvantages in the prior art include: the requirement of molding
a separate piece for the insert and a plug; obtaining an ejector
with less than desired flow characteristics (due to having straight
section downstream of the throat); and the resulting ejector is
bulkier than desired.
[0020] An ejector that is compact and easy to manufacture while
maintaining tight tolerances, particularly in the throat area, is
desired.
SUMMARY
[0021] To overcome at least one problem in the prior art, an
ejector for a canister purge system of a boosted engine is
disclosed that has a flange, a venturi tube coupled to the flange,
and first and second tubes extending through the flange. The first
tube fluidly couples to one end of the venturi tube. The second
tube fluidly couples to a downstream end of a throat of the venturi
tube. The ejector comprises first and second pieces coupled
together. The first piece comprises the first and second tubes, the
flange, and an upper half of the venturi tube. The second piece
comprises a lower half of the venturi tube.
[0022] The flange is substantially planar and a centerline of the
venturi tube is substantially parallel to the flange.
[0023] The second tube is substantially perpendicular to the flange
and a centerline of the first tube and a centerline of the second
tube form an acute angle. Or in other embodiments, a centerline of
the first tube and a centerline of the second tube are
substantially parallel; and the centerline of the first tube is
substantially perpendicular to the flange.
[0024] The first piece and the second piece are coupled sonic
welding, vibration welding, induction welding, laser welding,
ultrasonic welding, hot plate, and infrared welding, or thermal
welding. In other embodiments, the first and second pieces are
coupled by a plurality of snap fit connectors arranged around the
periphery of the first and second pieces. A seal between the first
and second pieces is provided by one of: an adhesive material
provided on the interface surfaces of the first and second pieces
and a groove in at least one of the interface surfaces with an
O-ring disposed in the groove. In some embodiments, the seal is
unnecessary.
[0025] The venturi tube comprises a converging section to which the
first tube is fluidly coupled, the throat, and a diverging section.
In some embodiments, the throat diverges.
[0026] In some embodiments, a centerline of the diverging section
angles downward slightly with respect to the flange. In some
embodiments, the diverging section has a circular cross section at
the throat and a cross section of a flattened circle at the exit
with the portion of the circle that is flattened is proximate the
flange.
[0027] Also disclosed is an ejector system with an ejector that
includes a venturi tube having a converging section, a throat, and
a diverging section; a first tube fluidly coupled to the converging
section; and a second tube fluidly coupled to the throat. The
venturi tube has first and second pieces welded together.
[0028] An interface between the first and second pieces of the
ejector is substantially coincident with a diameter of the venturi
tube.
[0029] The first piece of the ejector includes the first and second
tubes and a flange through which the first and second tubes
pass.
[0030] The ejector system further has an intake system component
defining an opening and having a flat surface at the periphery of
the opening. A periphery of the flange also has a flat surface. The
flat surface of the flange is welded or otherwise attached or
integrated to the flat surface of the opening associated with the
intake system component.
[0031] The intake system component is an air cleaner box or an air
duct.
[0032] Flash traps are provided adjacent to the surface of the
opening associated with the intake system component. Such flash
traps largely prevent flowing material from getting into places
that would interfere with the performance of the ejector.
[0033] At least one flash trap is provided in the flange of the
ejector immediately adjacent to the surface of the flange that is
welded to the intake system component.
[0034] The first tube is also fluidly coupled to an air intake and
the second tube is also fluidly coupled to a volume associated with
a fuel tank.
[0035] An ejector system for a boosted engine includes: an air duct
and an ejector coupled to the air duct. The ejector has: a first
piece having a first tube, a second tube, a flange with a flat
surface around the periphery, and a first portion of a venturi
tube; and a second piece that is coupled to the first piece and
comprises a second portion of the venturi tube. The first and
second pieces are affixed by welding, snap fitting, and mechanical
fasteners.
[0036] The air duct defines an opening with a flat surface
surrounding the opening. The flange of the ejector has a flat
surface that interfaces with the flat surface of the air duct. The
flat surface of the ejector is welded to the flat surface of the
air duct with the venturi tube of the ejector located inside the
air duct.
[0037] The venturi tube of the ejector includes a converging
section, a throat, and a diverging section. A centerline of the
converging section and a centerlines of the throat are
substantially parallel to the flange. A centerline of the diverging
section dips downward from plane of the flange as considered in the
direction of flow.
[0038] In one embodiment, an ejector for a canister purge system of
a boosted engine, includes: a flange; a venturi tube coupled to the
flange, the venturi tube comprising a converging section, a throat,
and a diverging section (alternatively called a diffuser); a first
tube fluidly coupled to the venturi tube upstream of the converging
section; a second tube fluidly coupled immediately downstream of
the throat; and an intake system component defining an opening and
having a surface at the periphery of the opening. A periphery of
the flange has a surface that is affixed to the surface of the
opening associated with the intake system component.
[0039] In some embodiments in which the first and second pieces of
the ejector are welded, one of the two pieces of the ejector has a
skirt extending from a periphery of the ejector. The skirt forms a
butt weld and the mating surfaces form a butt weld. The skirt
serves as a pilot to locate the two pieces before welding.
The ejector is formed by one of: injection molding, 3-D printing,
casting, vacuum forming, blow molding, rotomolding, resin transfer
molding, and machining from a blank.
[0040] In some embodiments, a centerline of the diverging section
is offset from a centerline of the converging section of the
venturi tube. The offset can be in vertically upward or downward
direction.
[0041] The ejector is affixed to the intake air component by one
of: a weld, screws, mechanical fasteners, rivets, and an
adhesive.
[0042] In some embodiments, the ejector is a single piece, such as
with 3-D printing. In other embodiments, the majority of the
ejector is made in a single piece with a plug in one end. The plug
could be threaded or affixed in any suitable manner. Such
embodiments are suitable for traditional casting processes or
machining from a blank, as non-limiting examples.
[0043] In some ejectors one of the tube is canted with respect to
the flange in in some embodiments both tubes are canted with
respect to the flange, i.e., a centerline of the tube forms an
acute angle with the flange.
[0044] To prevent recirculation at some operating conditions, it
has been found helpful to provide a divot that extends into the
flow path of the diverging section of the ejector. In some
embodiments, the divot is like an extended tear drop and in other
embodiments, it is squared off. Other shapes are also within the
scope of the disclosure.
[0045] By placing the venturi tube within the air system component,
the ejector system is more protected from potential breakage by
carelessness or in a crash than when the ejector is primarily
external.
[0046] Having the venturi tube substantially parallel to the flange
of the ejector means the ejector extends into the air system
component to which it is affixed to a much lesser extent than if
the venturi tube is perpendicular to the flange, such as in the
prior art shown in FIGS. 2 and 3.
[0047] Advantages of the disclosed embodiments include: simplified
construction, improved quality, fewer parts, lower piece cost,
lower tooling investment, fewer assembly steps, lower weight, and
more reliable and repeatable manufacturing and assembly.
[0048] In applications where packaging is tight, the embodiment in
which one of the tubes is canted with respected to the other tube
shortens the ejector length. If further shortening is desired, the
flange is shortened in the vicinity of the exit of the diverging
section. Both shortening embodiments can be combined to provide a
very compact injector.
[0049] In the prior art method of making an ejector, as will be
discussed in more detail below, a pin is used to form the throat.
In some applications, the pin to form the throat of the venturi is
so thin and long that it is very likely to break causing
manufacturing downtime. The ejector disclosed herein eliminates
such need for a pin at all.
[0050] Another issue that occurs due to the pin is molding flash,
i.e., excess material that moves into a spot wherein it is not
intended to be. For the converging and diverging sections of the
venturi, the diameter is fairly large and a bit of flashing doesn't
cause substantial blockage. It may disrupt the flow a bit and cause
some flow losses. However, flashing in the throat area is
particularly troublesome and will cause variation in performance,
at least, and will likely fail. Furthermore, it could become a
source of contamination. It is a quality problem and a scrap
problem.
[0051] The ejector according to embodiments disclosed herein
provide a substantial performance advantage of about 25% greater
flow over the boost range compared to prior art ejectors. The
reason for the advantage in flow is due to the two-piece sectioning
of the ejector through the venturi affording the ability to
optimize the geometry in the venturi. The advantage also applies to
one-piece ejectors in which the geometry is similarly controlled in
a manner superior to prior art ejectors.
BRIEF DESCRIPTION OF THE DRAWINGS
[0052] FIG. 1 is an illustration of a canister purge system which
includes an ejector according to the prior art;
[0053] FIG. 2 is a prior art ejector;
[0054] FIG. 3 is the ejector of FIG. 2 in cross section;
[0055] FIG. 4 is the ejector of FIG. 2 shown installed in an air
box;
[0056] FIG. 5 is an ejector according to an embodiment of the
disclosure;
[0057] FIG. 6 is the ejector of FIG. 5 shown in cross section;
[0058] FIG. 7 is an ejector according to an embodiment of the
disclosure shown in cross section;
[0059] FIG. 8 is a cross section of an exit section of a venturi
tube according to an embodiment of the disclosure;
[0060] FIG. 9 is a graph of flowrate as a function of boost
pressure comparing a prior art ejector and a presently disclosed
ejector;
[0061] FIGS. 10 and 11 are cross sections of a portion of ejectors
having snap fit connections;
[0062] FIG. 12 is a flowchart illustrating a prior art process by
which an ejector can be fabricated;
[0063] FIG. 13 is a flowchart illustrating a process, according to
the present disclosure, by which an ejector can be fabricated;
[0064] FIGS. 14 and 15 are flowcharts showing alternative processes
to those shown in FIG. 13;
[0065] FIG. 16 is a flowchart showing processes involved in
installing the ejector into an engine air component;
[0066] FIG. 17 is an illustration showing an air duct and an
ejector prior to assembly;
[0067] FIG. 18 is a cross section of the air duct and the ejector
after assembly;
[0068] FIG. 19 is a cross-sectional view of a shortened
ejector;
[0069] FIG. 20 is an illustration showing an air duct with the
shortened ejector of FIG. 19 prior to assembly;
[0070] FIG. 21 is a one-piece embodiment of the ejector that
provides tight tolerance for the diverging section, the converging
section, and the throat;
[0071] FIG. 22 is a two-piece embodiment of the ejector in which
the centerline of the converging section is offset from the
centerline of the diverging section;
[0072] FIG. 23 is a cross section of a two-piece ejector that is
coupled via a snap fit and sealed by interference lobes;
[0073] FIG. 24 is an expanded, cross-sectional view of a portion of
the two pieces of ejector, showing an energy director and a
skirt;
[0074] FIG. 25 is an isometric view of an ejector having a divot
proximate the exit of the diverging section;
[0075] FIGS. 26 and 27 are two views of the diverging section of
the ejector of FIG. 25; and
[0076] FIG. 28 is an isometric view of an ejector having a squared
off divot proximate the exit of the diverging section.
DETAILED DESCRIPTION
[0077] As those of ordinary skill in the art will understand,
various features of the embodiments illustrated and described with
reference to any one of the Figures may be combined with features
illustrated in one or more other Figures to produce alternative
embodiments that are not explicitly illustrated or described. The
combinations of features illustrated provide representative
embodiments for typical applications. However, various combinations
and modifications of the features consistent with the teachings of
the present disclosure may be desired for particular applications
or implementations. Those of ordinary skill in the art may
recognize similar applications or implementations whether or not
explicitly described or illustrated.
[0078] One embodiment of an ejector 150 according to the disclosure
is shown in FIGS. 5 and 6. Ejector 150 has a flange 152 with a
surface 154. Surface 154 allows coupling with the periphery of an
opening in an intake component. Flange 152 has a first tube 160
having a centerline 164 and a second tube 162 having a centerline
166 extending there through. First tube 160 is coupled to an air
inlet (not shown) to bring in fresh air.
[0079] Second tube 162 is coupled to a carbon canister (also not
shown) to purge the carbon canister. A venturi tube 170 is at the
bottom of ejector 150. A first end 172 of venturi tube 170 is
closed and a second end 174 is open. The fresh air through first
tube 160 and the fuel vapor laden gases of second tube 162 that are
mixed in venturi tube 170 exits through second end 174. Ejector 150
is made up of two pieces that are welded together at an interfaces
of the two parts to form weld joint 176. Weld joint 176 is slightly
angled in ejector 150. In other embodiments, weld joint is planar.
The first piece includes the elements above weld joint 176, i.e.,
first tube 160, second tube 162, flange 152 and an upper portion of
venturi tube 170. The second piece includes a lower portion of
venturi tube 170.
[0080] Weld joint 176 is substantially parallel to flange 152 and
is coincident with a diameter of an opening through venturi tube
170. Referring now to FIG. 6, which is a cross-sectional view of
FIG. 5, an internal shape of venturi tube is shown. An entrance
section 180 receives fresh air from tube 160. The purpose of
entrance section 180 is to straighten the flow after traveling
through the 90-degree bend between tube 160 and entrance section
180. A converging section 182 is downstream of entrance section
180. Flow is accelerated in converging section 182. Flow from
converging 182 is introduced into a throat 184. Throat 184 includes
the smallest cross-sectional portion of venturi tube 170. The
embodiment of throat 184 shown in FIG. 6 slightly diverges. The
downstream end of second tube 162 couples to venturi tube 170
immediately downstream throat 184. As is well known by one skilled
in the art, the acceleration of flow in the throat area leads to a
drop in pressure, which draws the flow through tube 162. Downstream
of throat 184 is diverging section 186. In the embodiment in FIG.
6, a centerline of diverging section 184 dips downward as
considered from left to right. This improves flow characteristics.
In other embodiments, the centerline of the venturi tube is
straight. In some embodiments, such as shown in FIG. 6, tube 162
expands near a downstream end, such as the portion 165 of tube 162
shows. In some embodiments, the weld between the two pieces of
ejector 150 in FIG. 6 is a combination of a butt weld at the
interface between the two surfaces and a shear weld. The shear weld
comes about by providing a skirt 168 on the lower piece of ejector
150 that extends toward the upper piece. In an alternative
embodiment, the skirt can be provided on the upper piece of ejector
150.
[0081] Referring to FIG. 7, an alternative embodiment of an ejector
200 is shown that includes a flange 202 and first and second tubes
210 and 212, respectively, which extend through flange 202. First
tube 210 is canted with respect to second tube 212. A centerline
220 of first tube 210 forms an acute angle 230 with respect to
flange 202. An advantage of such a configuration is that tube 210
doubles as an entrance section of the venturi tube. A converging
section 232 couples directly with first tube 210. A throat 234 is
downstream of converging section 232. A diverging section 226 is
downstream of throat 234. Ejector 200 is made up of two separately
formed pieces that are affixed at a weld joint 226. Alternatively,
these can be snap fit, twist locked, mechanically fastened, or
coupled with an adhesive.
[0082] One of the advantage of ejector 200 of FIG. 7 is that the
length of ejector 200 is shown as 240 compared to length 190 of
ejector 150 of FIG. 6 is shorter. Such a configuration requires a
smaller opening in an air intake component to accommodate it. In an
application where the intake duct has many curves and bends, there
may be only a short section that is straight enough to accommodate
the ejector. Thus, a short ejector is particularly useful in
certain applications.
[0083] As will be discussed below, ejector 200 is coupled to an air
intake component. In some embodiments, a surface 240 on the
underside of flange 202 interfaces or mates with a surface on the
intake air component. As discussed, some of the material is
displaced into a place where it is not wanted during the molding
process, molding flash. When ejector 200 is welded to the air
intake component, welding flash develops. To present welding flash
from going into places that would interfere with the function of
the ejector, flash traps 242 and 244 are provided on either side of
ejector 200.
[0084] Analysis of the design has indicated that it is preferable
for exit cross section of the ejector (150, 200, as examples) to be
a flattened circle. An exit 190 of an ejector is shown in FIG. 8.
The upper portion 192 of exit 190 is flattened. Exit 190 is made up
of two pieces that are welded together at interfaces 194.
[0085] Flowrate 850 of a prior art ejector and flowrate 860 of the
ejector of FIGS. 7 and 8 have been compared and are shown in FIG.
9. The ejector, according to the present disclosure, has
significantly improved flowrate at all boost pressures. The
improved flowrate is due to the venturi tube having a distinct
converging and diverging sections rather than straight tubes found
in the prior art.
[0086] In an alternative embodiment in FIG. 10, an alternative
method of affixing the upper piece 502 and lower piece 504 of a
cross section of a portion of an ejector 500 is shown. Lower piece
504 is provided with a groove 506 in a face of lower piece 504 that
interfaces with lower piece 502. An O-ring 508 is placed into
groove 506. Upper piece 502 is provided with a recess 510 along an
outer surface. Recess 510 does not extend all the way to the
interface with lower piece 502. A lip 514 extends outwardly. Lower
piece 512 is molded with a flexible finger 510 that engages with
lip 514.
[0087] In another embodiment in FIG. 11, a cross section of a
portion of an ejector 520 has an upper piece 522 and a lower piece
524. Upper piece 520 has a wedge 530 that extends outwardly from
the surface. Lower piece 524 has a flexible finger 532 that engages
with wedge 530. In the embodiment in FIG. 11, an adhesive 526 has
been applied to the interface surface of upper part 522 and/or the
interface surface of lower part 524. In the discussion of FIGS. 10
and 11, the flexible finger is on the lower part. However, this is
simply a non-limiting example. Variations of these examples are
also within the scope of the disclosure
[0088] The improved design of the ejector disclosed herein is at
least partially due to a new method of manufacturing such ejectors.
A prior art process is shown in FIG. 12. In blocks 300 and 302, the
resin to provide to the injector molder is of the appropriate
specification and that is properly dried, respectively. In block
304, the resin is injected into the three molds to produce: an
ejector body, a plug, and an orifice piece that includes at least
the throat of the venturi. The orifice part is molded separately
because the orifice size at the throat is small. It is possible to
integrate the orifice piece into the ejector body. However, a thin
pin is required to form the throat. A rule of thumb is that the
length of the pin should be no more than 3.5 times the diameter of
the pin. Such a pin for an integrated throat would exceed this safe
number by at least an order of magnitude. Such a thin pin that much
extend into the ejector body at such a distance is likely to lead
to failures of the pin. This causes breakage, downtime, increases
scrap, and generally increases the cost of the manufacturing
process. The more robust method to manufacture, according to the
prior art, is to make the orifice piece separately. In block 306,
the orifice part is inserted into the ejector body. Each of the
ejector bodies is inspected in block 308. If improperly installed,
the part is rejected in block 310. If proper installation, the plug
is affixed to the ejector body in block 312. In the prior art
ejector such as shown in FIGS. 2 and 3, almost the entire ejector
is formed in one piece. To form tube 134 of FIG. 3, an opening at
one end is provided that is closed off by plug 144.
[0089] Quality assurance measures begin in block 350 in which all
of leak, flow and vacuum draw are measured and it is determined
whether they are in acceptable ranges. If so, the ejector is ready
for assembly into an engine intake component, in block 352. If out
of specification in block 350, it is determined whether the flaw
was caused by the molding process or molding flash (excess material
on the part) in block 360. If that is determined to be the issue,
in block 362, the molding process is adjusted or machine
maintenance is performed and it is verified that the correction is
effective before resuming. If a negative result from block 360, in
block 370, it is determined whether the flaw was caused by the
welding process. If so, the weld tooling or process is adjusted in
block 372. Also, in block 372, it is determined whether the
correction is effective. If a negative result in block 370, in
block 380, it is determined whether the flaw is caused by excess
moisture and/or whether the resin material is out of specification.
If the dryness is causing the flaw, the material drying process is
adjusted and verified. If the material is out of specification, the
proper material is obtained and loaded into the molding machine, in
block 382. In any case with an out of specification part, the part
is scrapped in block 392. If a negative result in block 390,
additional review of the processes is continued until cause of the
flaw is determined and rectified.
[0090] A flow chart showing processes undertaken to produce the
disclosed ejector is shown in FIG. 13. Blocks 300, 302, 350, 352,
etc. are mostly the same for the disclosed process and the prior
art process. Thus, they are not separately described here. Starting
in block 320, the upper and lower pieces of the ejector are
injection molded. In block 322, the two pieces are affixed. In one
embodiment, the pieces are affixed by welding: sonic, ultrasonic,
thermal, or any suitable type of welding. An alternative embodiment
is shown in FIG. 14 in which an O-ring is placed in a groove in an
interface of the first or second pieces in block 324. One of the
first and second pieces has a flexible finger that engages with a
feature on the other piece in block 326. When the pieces are
snapped together, the O-ring is pressed into the groove and seals
the first piece with the second piece. In another alternative in
FIG. 15, the interfaces between the first and second piece is flat.
At least one of the interfaces has adhesive applied, block 328, so
that when the first and second pieces are snapped together in block
330, the adhesive seals the interface between the first and second
pieces.
[0091] In FIG. 16, an ejector is manufactured in block 400, such as
by the process in FIGS. 13-16. In block 402, the air intake
component is manufactured with an opening to accommodate the
ejector. In some embodiments, the flange of the ejector is as short
as possible so that the opening in the intake air component is as
small as possible. This is particularly useful when the desired
location is in an engine duct with lots of turns, i.e., a limited
straight run to accommodate the ejector. In such cases with short
flanges, the exit portion of the ejector is tilted downward to
access the opening in block 410. In some other embodiments, the
ejector can be put into the orifice directly without tilting. In
block 412, the interface of the flange of the ejector is aligned
with the interface of the air intake component, i.e., a raised
portion around the opening in the air intake component that is
provided for this purpose. The ejector is welded onto the intake
air component, in block 414.
[0092] In FIG. 17, an ejector 600 is shown above an air duct 610
prior to assembly. Ejector 600 has a flange 602, first and second
tubes 604 and 606, and a venturi tube 608. Air duct 610 has a
protuberance 618 that accommodates forming a flat surface 616 onto
which a flange 602 mounts. Surface 616 surrounds an opening 614
into which venturi tube 608 be placed. Opening 614 is large enough
to allow venturi tube 608 to go into opening 614 straight on, as
shown by arrows 630. Ejector 600 is affixed to air duct 610 by
friction welding or any other suitable process. A cross section of
an ejector-air duct assembly is shown in FIG. 18. The underside of
flange 602 is affixed to the periphery of the opening, surface 616
of FIG. 17.
[0093] The duct shown in FIGS. 17 and 18 has a straight section
that is long enough to accommodate an opening 614 (shown in FIG.
17) for ejector 610. However, in some applications, air ducts have
limited ability to accommodate ejector 610, or even the shorter
ejector shown in FIG. 7. A shorter version of ejector 150 of FIG. 6
is shown in FIG. 19. Ejector 188 is nearly identical to ejector
150, of FIG. 6, except that flange 192 couples to diverging section
174 at location 196, which is closer to tube 162 than in FIG. 6.
The length of ejector 188 is shown having a length 198 in FIG. 19,
which is shorter than ejector 150 of FIG. 6 that has a length
190.
[0094] In FIG. 20, a shortened ejector 640 is shown that has a
shortened flange 642 (similar to the shortened flange in FIG. 19)
with tubes 604 and 606 extending from flange 642. Air duct 650 has
a protuberance 658 that has an opening 654 (also shortened) that
has a surrounding surface 656 to which flange 642 is affixed.
Because venturi tube 608 sticks out beyond flange 642 compared to
venturi tube 608 in relation to flange 602 of FIG. 17, venturi tube
608 cannot be installed into opening 654 directly but must be
tipped, as shown in FIG. 20. After venturi tube 608 enters opening
654, ejector 640 can be straightened out so that flange 642 meets
with surface 656. This tilting and then straightening is
illustrated by arrow 660.
[0095] It is known to manufacture the ejectors by injection
molding. In the prior art, such manufacturing technique leads to
the difficulty in making diverging and converging sections in the
ejector because such sections are formed by cylindrical pins.
According to embodiments disclosed above, the two-piece version
that is split along venturi tube allows a complicated shape can be
formed with a converging section, a diverging section, and a
throat, that in some embodiments, slightly diverges. In the prior
art, throats are typical straight. However, in some applications,
it has been found that the diverging throat yields improved flow
efficiency approaching supersonic flow. In some embodiments, the
diverging section has a non-uniform shape and in some embodiments,
tilts downwardly; such features are easily accomplished with the
two-piece ejector disclosed herein. Although it might be less
expensive to injection mold the ejector out of two pieces, there
are alternative manufacturing techniques that allow the desired
shape in one piece. A 3-D printing process is one alternative. The
resulting could be like any of FIGS. 5-7, except that the ejector
would be of one piece. The difference between a 3-D printed ejector
according to an embodiment of the present disclosure compared to
the prior art in FIGS. 2-4 is that the ejector in FIGS. 2-4 have
straight tube, whereas a 3-D printed ejector can have a converging
section, a throat of controlled diameter, and a diverging section.
In yet another embodiment shown in FIG. 21, an ejector, according
an embodiment of the disclosure, is formed in one piece via a
traditional casting method. To remove the core pieces, i.e., that
provide the openings within the venturi tube, a plug is provided
proximate the upstream end of the venturi tube. Finally, although
very costly, the ejector can be machined from a blank.
[0096] In FIG. 22, an ejector 710 has a throat 715 with a
converging section to the left (upstream) and a diverging section
to the right (downstream). A centerline 712 of the converging
section is offset from a centerline 714 of the diverging section. A
left tube 716 of ejector 710 is canted. A right tube 718 is also
canted in ejector 710. It has been found through modeling that such
an offset provides greater flow, particularly when both tube 716
and 718 are canted as shown in FIG. 22.
[0097] As described above, some embodiments show a snap fit to
affix the two pieces of the ejector. In such embodiments, an
O-ring, adhesive, or other sealant can be used. Alternatively, a
bump near the periphery of one of the pieces causes an interference
with the other piece of the ejector, as shown in FIG. 23. An
ejector 720 has a first piece 722 and a second piece 724. Second
piece 724 has flexible fingers 730 and 732 to snap fit around
bosses 740 and 742, respectively. FIG. 3 is only for illustration
purposes to show two ways that ejector pieces 722 and 724 can be
sealed. On the left hand side of FIG. 23, a ridge 750 extends
outwardly from boss 740. Ridge 750 causes an interference with an
inner wall of flexible finger 730. On the right hand side of FIG.
23 shows an alternative sealing where a ridge 752 extends from boss
742 toward second piece 724. Ridge 752 causes and interference with
an upper surface of second piece 724 proximate boss 742.
[0098] In FIG. 24, a detail of a lower portion 900 of the ejector
is shown. A surface 902 has an energy director 904 that is useful
in the welding process. Energy director 904 is typically sits proud
of the surface by about 0.6 mm. Surface 902 forms a butt weld with
respect to a mating surface (not shown). A skirt 908 has two
functions: serves as a pilot to locate the mating surface during
assembly. Furthermore, the surface 908 forms a shear weld with a
portion of the mating part.
[0099] An isometric view of an ejector has a diverging section 1000
in which a divot 1002 is formed. FIG. 26 is a top view of diverging
section 1000 with divot 1002 and FIG. 27 is a side view. FIG. 28
shows an isometric view of an ejector 1100 in which a diverging
section 1002 is provided with a squared-off divot 1106 that has a
short wall 1104. Divots 1002 and 1106 are provided to prevent
recirculation, which would diminish flow through the ejector, that
occurs at some operating conditions.
[0100] While the best mode has been described in detail with
respect to particular embodiments, those familiar with the art will
recognize various alternative designs and embodiments within the
scope of the following claims. While various embodiments may have
been described as providing advantages or being preferred over
other embodiments with respect to one or more desired
characteristics, as one skilled in the art is aware, one or more
characteristics may be compromised to achieve desired system
attributes, which depend on the specific application and
implementation. These attributes include, but are not limited to:
cost, efficiency, strength, durability, life cycle cost,
marketability, appearance, packaging, size, serviceability, weight,
manufacturability, ease of assembly, etc. The embodiments described
herein that are characterized as less desirable than other
embodiments or prior art implementations with respect to one or
more characteristics are not outside the scope of the disclosure
and may be desirable for particular applications.
* * * * *