U.S. patent number 3,880,963 [Application Number 05/346,971] was granted by the patent office on 1975-04-29 for method and apparatus for varying fuel flow to compensate for changes in operating temperature.
This patent grant is currently assigned to Colt Industries Operating Corporation. Invention is credited to Kenneth C. Bier, Jerry P. Rhodes.
United States Patent |
3,880,963 |
Bier , et al. |
April 29, 1975 |
Method and apparatus for varying fuel flow to compensate for
changes in operating temperature
Abstract
In a carburetor having an induction passage, a variable venturi
in the induction passage, a fuel bowl and means for metering fuel
flow from the fuel bowl to the induction passage, the method of
compensating for changes in temperature is disclosed as providing
an auxiliary passage including variable restriction means therein
communicating between the fuel within the fuel bowl and the
induction passage, applying venturi generated vacuum to the
auxiliary passage in order to thereby cause flow of fuel
therethrough, varying the value of the venturi generated vacuum
generally in response to volume rate of air flow through the
variable venturi, and varying the effective flow area of the
variable restriction means generally in accordance with
temperature. A carburetor having an induction passage with a
variable venturi and a fuel bowl has temperature controlled
variable restriction means in combination with passage means
communicating between the fuel within the fuel bowl and induction
passage, vacuum generated by the variable venturi is applied to the
passage means to cause a pressure differential across the fuel
thereby resulting in fuel flow through the passage means, the
temperature controlled variable restriction means is effective to
vary the rate of fuel flow therethrough in response to said vacuum,
and additional means responsive to the opening and closing
movements of said variable venturi is effective to vary the
magnitude of said vacuum generated by the variable venturi.
Inventors: |
Bier; Kenneth C. (Bloomfield
Hills, MI), Rhodes; Jerry P. (Berkley, MI) |
Assignee: |
Colt Industries Operating
Corporation (New York, NY)
|
Family
ID: |
23361802 |
Appl.
No.: |
05/346,971 |
Filed: |
April 2, 1973 |
Current U.S.
Class: |
261/39.3;
261/121.4 |
Current CPC
Class: |
F02M
1/046 (20130101); F02M 9/103 (20130101) |
Current International
Class: |
F02M
1/00 (20060101); F02M 9/00 (20060101); F02M
9/10 (20060101); F02M 1/04 (20060101); F02m
007/12 () |
Field of
Search: |
;261/39B,52,44R,5R,51,39D,121B |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Juhasz; Andrew R.
Assistant Examiner: Bilinsky; Z. R.
Claims
I claim:
1. A method of providing enrichment fuel to an internal combustion
engine from a carburetor having a body, induction passage means
formed through said body for communicating with said engine,
variable venturi means situated within said induction passage
means, fuel reservoir means for containing fuel, fuel delivery
means including fuel metering means communicating between the
interior of said fuel reservoir means and said induction passage
means, said fuel metering means being effective to meter the rate
of fuel flow from said fuel reservoir means through said fuel
delivery means and into said induction passage means in accordance
with the volume rate of air flow through said variable venturi
means, and auxiliary conduit means communicating between said fuel
within said fuel reservoir means and said induction passage means
for supplying auxiliary fuel flow to said induction passage means
generally in accordance with sensed temperature, comprising the
steps of creating a sub-atomospheric pressure within said auxiliary
conduit means of a magnitude reflective of volume rate of air flow
through said variable venturi means, and variably restricting the
effective flow area of said auxiliary conduit means generally in
accordance with said temperature as to more nearly close-off said
effective flow area as said temperature increases.
2. A method according to claim 1 wherein the step of creating a
sub-atmospheric pressure within said auxiliary conduit means
comprises the steps of communicating to said auxiliary conduit
means a vacuum of a magnitude generated in accordance to the
velocity rate of air flow through said variable venturi means, and
variably venting such communicated vacuum generally in accordance
with the degree to which said variable venturi means is moved
toward a more nearly closed condition.
3. A carburetor for an internal combustion engine, comprising a
carburetor body, induction passage means formed through said body
for communication with said engine, variable venturi means situated
in said induction passage means effective for defining a variably
openable venturi throat, a fuel reservoir, variable restriction
means in combination with auxiliary passage means communicating
between the fuel within said fuel reservoir and said induction
passage means, said auxiliary passage means communicating with a
source of vacuum generated by the flow of air through said variably
openable venturi throat as to thereby cause a pressure differential
across said fuel resulting in the flow of auxiliary fuel through
said auxiliary passage means, first additional means operatively
connected to said variable restriction means to make said variable
restriction means effective to vary generally in accordance with a
parameter of temperature the rate of flow of said auxiliary fuel
through said auxiliary passage means caused in response to the
magnitude of said vacuum, and second additional means responsive to
the opening and closing of said variably openable venturi throat
for varying the effective magnitude of said vacuum communicated to
said auxiliary passage means.
4. A carburetor for an internal combustion engine according to
claim 3 wherein said first additional means comprises temperature
responsive means.
5. A carburetor according to claim 3 wherein said variable
restriction means is situated generally in said auxiliary passage
means and comprises an aperture of fixed dimensions cooperating
with a variably positionable valving member.
6. A carburetor according to claim 5 wherein said aperture of fixed
dimensions is situated generally between said induction passage
means and said fuel.
7. A carburetor according to claim 3 wherein said variable
restriction means is situated generally in said auxiliary passage
means and comprises an aperture of fixed dimensions cooperating
with a variably positionable valving member for variably
controlling the effective flow area of said aperture, and wherein
said first additional means comprises temperature responsive means
operatively connected to said valving member.
8. A carburetor according to claim 7 wherein said temperature
responsive means comprises a bimetallic member.
9. A carburetor according to claim 3 wherein said second additional
means comprises variable venting means operatively communicating
between said auxiliary passage means and a source of substantially
atmospheric pressure.
10. A carburetor according to claim 9 wherein said venting means
comprises fixed aperture means cooperating with movable valving
means, said movable valving means being effective to vary the
effective flow area of said fixed aperture means.
11. A carburetor according to claim 10 wherein said movable valving
means is operatively connected to a movable portion of said
variably openable venturi means.
Description
BACKGROUND OF THE INVENTION
Theoretically, in order to achieve a proper fuel-air mixture
discharged by the carburetor, the relationship sought is one where
a particular mass of fuel (such as pounds of fuel per hour) is
metered as to be mixed with a particular mass of air (also such as
pounds of air per hour).
In doing this, carburetors employ either a fixed or variable
venturi, or some such functionally equivalent structure, within the
induction passage so that as air flows therethrough a reduction in
the pressure (often referred to as venturi vacuum) of the air is
achieved in the vicinity of the venturi throat. The value of the
venturi vacuum is of a variable magnitude generally indicative of
the rate of flow of such air through the venturi.
However, as is also well known, during cold starting and operation
of an engine, fuel-air mixtures which are richer in terms of fuel,
compared to normal engine operation, are required. The provision of
such fuel enrichment to carburetors of the variable venturi type
has been a constant problem which has not been solved by the prior
art.
That is, where a required fuel enrichment curve has been
empirically determined it has been found that prior art systems, in
order to be sure that all requirements of such empirical curve were
at least met, would have to supply greatly excessive fuel flows
during certain ranges of the empirical curve. In other words, with
prior art systems it is impossible to exactly match the enrichment
fuel flow delivery curve of the carburetor to the required
enrichment fuel flow curve of the cooperating engine. This, of
course, results in greatly increased engine exhaust emissions.
Accordingly, the invention as herein disclosed and described is
directed primarily to the solution of the above and attendant
problems.
SUMMARY OF THE INVENTION
According to the invention, a method of providing enrichment fuel
to an internal combustion engine from a carburetor having a body,
induction passage means formed through said body for communicating
with said engine, variable venturi means situated within said
induction passage means, fuel reservoir means for containing fuel,
fuel delivery means including fuel metering means communicating
between the interior of said fuel reservoir means and said
induction passage means, said fuel metering means being effective
to meter the rate of fuel flow from said fuel reservoir means
through said fuel delivery means and into said induction passage
means in accordance with the volume rate of air flow through said
variable venturi means, and auxiliary conduit means communicating
between said fuel within said fuel reservoir means and said
induction passage means for supplying auxiliary fuel flow to said
induction passage means generally in accordance with sensed
temperature, comprises the steps of creating a sub-atmospheric
pressure within said auxiliary conduit means of a magnitude
reflective of volume rate of air flow through said variable venturi
means, and variably restricting the effective flow area of said
auxiliary conduit means generally in accordance with said
temperature as to more nearly close-off said effective flow area as
said temperature increases.
While the invention is shown as embodied in a variable venturi
carburetor, the invention or certain features thereof may be
equally applicable to other carburetor types, such as certain air
valve type carburetors.
Apparatus for carrying out the above inventive method may be
described as a carburetor for an internal combustion engine,
comprising a carburetor body, induction passage means formed
through said body for communication with said engine, variable
venturi means situated in said induction passage means effective
for defining a variably operable venturi throat, a fuel reservoir,
temperature controlled variably restriction means in combination
with auxiliary passage means communicating between the fuel within
said fuel reservoir and said induction passage means, said
auxiliary passage means communicating with a source of vacuum
generated by the flow of air through said variably operable venturi
throat as to thereby cause a pressure differential across said fuel
resulting in the flow of auxiliary fuel through said auxiliary
passage means, said temperature controlled variable restriction
means being effective to vary the flow of said auxiliary fuel
through said auxiliary passage means in response to the magnitude
of said vacuum, and additional means responsive to the opening and
closing movements of said variably operable venturi throat for
varying the effective magnitude of said vacuum communicated to said
auxiliary passage means.
Various general and specific objects and advantages of the
invention will become apparent when reference is made to the
following detailed written description considered in conjunction
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
In the drawings, wherein for purposes of clarity certain details
and elements may be omitted:
FIG. 1 illustrates, in cross-section, a variable venturi carburetor
constructed in accordance with the teachings of the invention;
and
FIG. 2 is a graph illustrating characteristic operating curve of
both the prior art and of the invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring now in greater detail to the drawings, FIG. 1 illustrates
a carburetor assembly 10 having body or housing means 12 with an
induction passage 14 formed therethrough with such induction
passage 14 having an inlet end 16 and an outlet or discharge end 18
leading to an inlet 22 of the interior 24 of an intake manifold 26
of an associated internal combustion engine. A variably
positionable throttle valve 28, mounted as for rotation on a
throttle shaft 30, is situated within the induction passage and
effective for controlling the flow of a motive or combustible
mixture from said induction passage 14 into the intake passage 24
of engine manifold 26. Generally, such combustible mixture will, of
course, be comprised of atmospheric air admitted into inlet end 16
and fuel supplied to the induction passage 14 from an associated
fuel reservoir or fuel bowl assembly 32.
The fuel bowl assembly 32 is illustrated as comprising a suitable
bowl or housing structure 34 which may contain a float member 36
controlling an associated fuel inlet needle valve assembly (not
shown but well known in the art) so as to maintain the level of the
fuel 38 within the bowl 34 at a preselected level as at 40. The
interior 39 of fuel bowl may be vented to the atmosphere as by vent
means 41.
The related fuel metering means is shown as comprising a fuel well
or conduit 44 with the lower end thereof being in communication
with the fuel 38 as at 46.
Conduit 44 leads to a fuel discharge conduit or nozzle-like portion
48 which communicates with the induction passage 14 as at an outlet
or discharge orifice 50. Preferably, the discharge orifice 50 is
located as to be just below or downstream of the throat of a
variable venturi arrangement as by having such opening formed in
the fixed wall or fixed half 52 of the variable venturi.
As illustrated, the variable venturi may be comprised of a variably
positionable venturi plate 54 which may be fixedly secured to a
rotatable shaft 62 journalled in the housing means 12. The venturi
arrangement may be such as to define a generally rectangular
opening at the throat of the variable venturi when viewed, for
example, in the direction of arrow 64. In fact, opposite walls, one
of which is shown at 66, may define flat planar surfaces permitting
the variable or moveable venturi plate 54 to be closely received
therebetween for swingable motion about the centerline of rod or
shaft 62. Such flat planar surfaces would terminate as at a
boundary line 68 from which the continuing portion of the induction
passage means 14 downstream thereof would transitionally change
configuration until it became circular to accommodate the throttle
valve 28.
A lever 70 is fixedly secured at one end to shaft 62, for rotation
therewith, and has its swingable arm portion connected to a linkage
rod 72 leading to a throttle valve actuating lever 74 fixedly
secured to throttle shaft 30. Throttle actuating lever 74 is, in
turn, connected as by linkage means 76 leading to a vehicle
operator foot-controlled throttle pedal 78 which may be mounted for
pivotal rotation as at a pivot 80. As throttle pedal 78 is rotated
clockwise about pivot 80, throttle valve 28 is moved
counter-clockwise in the opening direction about the centerline of
shaft 30.
Generally, as throttle valve 28 is moved in the opening direction
moveable venturi plate 54 is rotated counter-clockwise about the
axis of shaft 62 thereby increasing the opening of the throat of
the variable venturi as depicted by the dimension, D. As venturi
plate 54 thusly moves toward and away from the opposite venturi
section, a metering rod or valve 82, having a metering surface 84,
is correspondingly moved toward and away from a cooperating
metering orifice as provided by the restriction depicted at 86.
Generally, as rod 82, which may be suitably pivotally connected to
the venturi plate 54 as within a recess 88, moves toward
restriction 86, the coaction of metering surface 84 and orifice
member 86 results in a reduced effective flow area thereby
correspondingly reducing the rate of flow of fuel supplied through
conduits 44 and 48 and into induction passage 14.
FIG. 1 also illustrates, as being formed within housing means 12, a
passage or conduit 90 having a member 92 situated therein and
defining an orifice 94. A member 96, situated within a chamber 98,
divides the chamber 98 generally into portions or conduit sections
100 and 102 with communication therebetween being established
through an orifice 104 formed in member 96. A first interconnecting
conduit or passage means 106 serves to complete communication
between conduit 90 and conduit portion 102. A discharge or delivery
conduit 108 has one end in communication with conduit section 102
and its other end terminating in a discharge orifice 110 opening
into the induction passage 14, preferably, at a point downstream of
the throat of the variable venturi. Although discharge orifices 50
and 110 are illustrated as being at different elevational levels,
it should be apparent that such may in fact be at identical
levels.
A metering rod or valving member 112, having a contoured metering
surface 114 cooperating with orifice 94, is shown as being
pivotally connected, as at 116, to an arm 118 which is operatively
fixedly secured to venturi plate 54 so as to rotate therewith about
the centerline of shaft 62. As venturi plate 54 is moved as to
increase the throat dimension D, rod 112 is moved to the left
causing the effective flow area, defined between metering surface
114 and orifice 94, to decrease.
A second valving member 120, having a body 122 slideably received
within chamber 98, has a contoured metering surface 124 which, as
shown, is adapted to coact with orifice 104 to define an effective
flow area therebetween. Chamber 98 may be closed as by a wall
member 126 which permits the passage therethrough of an extension
portion 128 of valve member 120. Temperature responsive means
(which as is well known in the art may be responsive to either or
both engine and ambient temperatures) such as a bimetallic coil
130, having one end anchored as at 132, has a free end operatively
connected to valve extension 128 as at 134. As shown, conduit
portion 100 of chamber 98 is placed in communication with the fuel
38 as by conduit means 136.
OPERATION OF THE INVENTION
Generally, as has already been indicated, as throttle valve 28 is
increasingly opened in order to provide a greater volume rate of
flow of a fuel-air mixture to the engine intake 24, variable
venturi throat, D, is increasingly opened to provide a greater flow
area for the air passing through the induction passage. However,
venturi vacuum is generated by the air flowing through the venturi
throat and such venturi vacuum is employed in creating a metering
depression or pressure differential across the fuel 38 and orifice
50 thereby causing fuel flow through the main or normal fuel
delivery system comprised of conduit means 44, 48 and effective
orifice or flow area of orifice member 86 as determined by the
contoured metering surface 84 of metering rod 82. The main or
normal fuel delivery system will function to provide a
characteristic curve as depicted at 140 of FIG. 2 with such curve
being determined by plotting the values of fuel-air ratio along the
vertical axis and the volume rate of air flow along the horizontal
axis. Curve 140 is illustrative of engine operation and fuel
requirements during conditions of engine operation wherein the
engine has attained a predetermined minimum operating temperature
(often referred to as normal operating temperatures).
However, such metered fuel flow producing curve 140 is insufficient
to maintain proper engine operation during periods of cold starting
and cold engine operation. During such periods, because of the
lower degree of fuel vaporization due to lower temperatures,
additional quantities of fuel must be provided so that the overall
quantity of vaporized fuel carried into the engine combustion
chambers is sufficient to provide the required fuel-air ratio
within such combustion chambers.
Prior art carburetors of the variable venturi, constant depression
or air valve type merely employed an orifice, which was opened at
below normal operating temperatures, in the fuel source and
supplied fuel therefrom and through conduit means parallel to the
main or normal fuel delivery system with such parallel system
discharging into the venturi area. The problem, as previously
indicated, with such prior art parallel systems is that they failed
to provide proportional fuel enrichment over the entire range of
volumetric air flow through the induction passage. A typical curve
illustrating the performance of such prior art fuel enrichment
systems is shown at 142 of FIG. 2.
With reference to FIG. 2, if dash-line 144 is considered as
depicting a typical rate of air flow at curb idle (actually a fast
idle situation during cold engine starting and operation) then
point 146, the intersection of curve 142 and dash-line 144,
represents a greatly over-rich (in terms of fuel) fuel-air mixture
being supplied to the engine. Such prior art systems have been
found to be so overly rich, as at point 146, as to cause engine
stalling.
Further, if dash-line 148 is considered as depicting a typical air
flow during typical periods of engine acceleration then point 150,
the intersection of curve 142 and dash-line 148, represents a
significantly too-lean (in terms of fuel) fuel-air mixture being
supplied to the engine. Such excessively lean mixtures result in
engine backfires.
In comparison to the typical performance of the prior art
structures as depicted by curve 142, the structures constructed in
accordance with the teachings of the invention are able to produce
a resulting enrichment curve 152 which, for all practical purposes,
provides the exact degree of fuel enrichment required for all
corresponding air flows.
Generally, the elevation of curve 152, with respect to curve 140,
and the shape of curve 152 is controlled and determined by the
action of valving means comprised of apertures 104 and 94 coacting
with metering surfaces 124 and 114.
For example, let it be assumed that the engine is running and that
the various related elements are held in the position shown in
order to maintain the effective bleed area between orifice 94 and
metering suface 114 constant. Now if it is further assumed that the
engine is cold thermostat 130 will be wound tighter causing valve
member 120 to move to the left to some corresponding stop position
as against wall member 126. Consequently, because of the movement
of metering surface 124 to the left, the effective flow area
through orifice 104 is at a maximum.
The air flowing through the venturi throat at this time is
providing a metering or venturi vacuum for causing fuel to be
metered and discharged from orifice 50 in accordance with curve
140. Additionally, the same air-flow generated venturi vacuum is
applied to the parallel cold enrichment fuel system via port 110
and conduit means 118. Such reduced pressure or venturi vacuum is
further communicated to passage means 102 through orifice means
104, chamber portion 100 and conduit 136 to the fuel contained
therein. However, it should be made clear that the full magnitude
of the venturi vacuum is not applied to the fuel within conduit 136
because of passages 106 and 90 communicating between a source of
ambient atmospheric pressure and passage or conduit means 102. Such
communication with the ambient permits a degree of atmospheric
pressure to be bled into passage means 102 and the degree of
atmospheric bleed is determined by the effective flow area through
orifice 94.
In any event, the modified venturi vacuum, applied to the fuel
within conduit means 126, causes fuel to flow upwardly through
conduit 136, chamber portion 100, orifice 104, passage means 102,
conduit means 108 and out of orifice or port 110 into the induction
passage 14. The rate of flow of such additional fuel will depend on
the pressure differential created across the fuel within conduit
136 by the modified venturi vacuum as well as the effective flow
area through orifice 104. Consequently, it should be apparent that
as thermostat 130 becomes progressively heated causing the end 134
thereof to generally unwind, valve 120 will be correspondingly
moved to the right resulting in metering surface 124 further
restricting the effective flow area through orifice means 104. In
turn, of course, since one of the variables in determining the rate
of flow of fuel through the auxiliary enrichment system is the
effective area of orifice means 104, a reduction in the rate of
flow auxiliary fuel is experienced.
Accordingly, it should be apparent that if, under the assumed
conditions of curb-idle engine operation the enrichment system of
the invention originally provided a fuel flow resulting in point
154 (the intersection of curve 152 with dash-line 144) then, with
all other elements being maintained, as temperature increases the
fuel-air ratio of the enrichment fuel will generally
correspondingly change to leaner (in terms of fuel) fuel-air ratios
as generally depicted by points 154a, 154b and 154c.
Similarly, every other point on curve 152 will also experience such
changes resulting from increasing temperatures and the further
restricting of the flow of enrichment fuel through orifice means
104. Therefore, as it should be apparent, as thermostatic means 130
is progessively warmed every point along curve 152 will be
progessively displaced directly downwardly until such points
coincide with curve 140. In view of the preceding, it can be said
that the temperature responsive to controlled valving means is
effective for raising and lowering curve 152 in accordance with
temperature.
The above-described raising and lowering of the locus of points of
curve 152 is in relation to the operation of temperature responsive
means 120 with the air bleed valving means 94, 114 being maintained
in any selected position.
Now, let it be assumed that the temperature responsive means 120 is
maintained at any selected position and that the air bleed means
94, 114 is varied. It should, of course, be apparent that as
throttle valve 28 is rotated in the opening direction, linkage
means 70, 72 causes moveable venturi plate 54 to move generally
counter-clockwise in the opening direction and that air bleed valve
means 112 is thusly moved to the left. In so doing, valving surface
114 further restricts the effective flow area between itself and
aperture 94. (This is assuming that valving surface 114 is
contoured as to be progressively larger in cross-section in
accordance with the distance from the left end of the valving
surface 114 of such measured cross-section. However, in practice,
the contour of valving surface 114 may be of any required
configuration and may, in fact, be such as at times in cooperation
with aperture 94 even increase the effective flow area therethrough
as the moveable venturi plate 54 is moved in the opening
direction).
In any event, as the effective flow area through aperture 94 is
further restricted, the value of the vacuum within passage or
chamber 102 increases thereby increasing the pressure differential
across the effective flow area of orifice 104 and causing an
increased rate of fuel flow therethrough and into induction passage
16.
Accordingly, if the contributions of the air bleed means and the
temperature responsive means can be considered in their broad
aspects, it can be seen that the air bleed means 94, 114,
responsive generally to air flow demands of the engine, is
effective for determining the shape of the curve 152 while the
temperature responsive means 120 is effective for determining a
family of such curves 152.
Although only one particular curve 152 has been depicted, merely
for purposes of discussion, it should be clear and evident that in
actual practice the shape of curve 152 may be of any desired
configuration suitable for the particular requirements of any
associated engine.
Further, it should be pointed out that in the preferred embodiment
of the invention the fuel enrichment system is additive in the
sense that whatever increase in fuel flow is required to raise the
fuel-air ratio from, for example, point 154d on curve 140 to the
value represented by point 154 on curve 152 is totally supplied by
the enrichment system disclosed and that when all flow of fuel is
terminated by virtue of orifice 104 being completely closed the
fuel-air ratio becomes that depicted by curve 140 and determined by
the main metering system, partially comprised of restriction 86 and
cooperating valving surface 84.
Further, FIG. 1 also illustrates the concept of providing suitable
manually positionable means 160 which may be employed, as with
suitable motion transmitting means 162, for controlling the
position of valving means 120. Such manual means 160 may, of
course, be employed in combination with temperature responsive
means 130 or, in the alternative, as a substitute therefor.
Although only one preferred embodiment of the invention has been
disclosed and described, it is apparent that other embodiments and
modifications of the invention are possible within the scope of the
appended claims.
* * * * *