U.S. patent number 3,906,909 [Application Number 05/424,738] was granted by the patent office on 1975-09-23 for internal combustion engine of the fuel injection type having means for reducing the emission of unburned products with the exhaust gases.
This patent grant is currently assigned to Alfa Romeo, S.p.A.. Invention is credited to Giampaolo Garcea.
United States Patent |
3,906,909 |
Garcea |
September 23, 1975 |
Internal combustion engine of the fuel injection type having means
for reducing the emission of unburned products with the exhaust
gases
Abstract
For an internal combustion engine of the fuel injection type,
improved means are disclosed, aiming at reducing the emission of an
unburned fraction in the exhaust gases, so as to diminish the
causes of pollution of the atmosphere. According to the
improvement, fuel feed cut-off means and air feed cut-off means are
provided to cut off both the fuel feed and the air feed when the
conventional fuel feed regulating means and air throttling means
are in "idling" position and the engine speed is higher than the
idling speed.
Inventors: |
Garcea; Giampaolo (Milan,
IT) |
Assignee: |
Alfa Romeo, S.p.A. (Milan,
IT)
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Family
ID: |
27272675 |
Appl.
No.: |
05/424,738 |
Filed: |
December 14, 1973 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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191453 |
Oct 21, 1971 |
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Foreign Application Priority Data
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Oct 24, 1970 [IT] |
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7344/70 |
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Current U.S.
Class: |
123/324; 123/325;
261/DIG.19 |
Current CPC
Class: |
F02M
3/045 (20130101); F02M 26/21 (20160201); F02M
26/53 (20160201); Y10S 261/19 (20130101); F02D
41/0055 (20130101); F02D 41/0077 (20130101); F02D
41/123 (20130101) |
Current International
Class: |
F02D
21/00 (20060101); F02M 3/045 (20060101); F02D
21/08 (20060101); F02M 25/07 (20060101); F02M
3/00 (20060101); F02D 031/00 () |
Field of
Search: |
;123/97B,119A,139AW |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Reynolds; David D.
Attorney, Agent or Firm: Holman & Stern
Parent Case Text
RELATED APPLICATION
This is a continuation in part application of my earlier
application Ser. No. 191,453, now abandoned, filed Oct. 21, 1971.
Claims
What is claimed is:
1. An internal combustion engine of the fuel injection type,
comprising a combustion chamber, an intake duct leading to said
chamber, fuel injecting means located in said intake duct, fuel
feed means connected to said fuel injecting means, regulating means
coupled to said fuel feed means to regulate the fuel feed, air feed
means for introducing air in the intake duct upstream to the fuel
injecting means, throttling means coupled to said air feed means to
regulate the air feed concurrently with the operation of said
regulating means, fuel feed cut-off means, air feed cut-off means
and control means responsive to the concurrent operation of said
regulating means and said throttling means and to the engine speed
to actuate the fuel feed and air feed cut-off means to cut off the
fuel feed and the air feed when said regulating means and said
throttling means are arranged to regulate the fuel feed and the air
feed at the idling values and the engine speed is higher than the
idling speed, the air feed means comprising a main duct in which
said throttling means is arranged and an auxiliary duct in parallel
therewith, said air feed cut-off means being defined by a valve
member which is actuated to close said auxiliary duct when the
throttling means closes said main duct and the engine speed is
higher than the idling speed, and wherein the combustion chamber is
provided with an exhaust duct which is connected to the intake duct
via a recycling duct provided with gas recycling cut-off means
which normally closes said recycling duct and which is controlled
to open said recycling duct when said air feed cut-off means is
actuated.
2. The internal combustion engine as claimed in claim 1, in which
said valve member is controlled by an electromagnet so as to be
moved to the closing position when the electromagnet is
energized.
3. The internal combustion engine as claimed in claim 2, in which
said electromagnet is fed by a current generator through a line on
which there are, serially arranged, a first switch and a second
switch, the first switch being connected to the throttling means so
as to be closed when the throttling means close said main duct, and
the second switch being controlled by a device sensitive to the
engine speed so as to be closed when said speed exceeds the idling
value.
Description
BACKGROUND OF THE INVENTION
One of the most significant factors contributing towards air
pollution and, more particularly in inhabited areas, is the
emission, by internal combustion engines of motor vehicles, of
exhaust gases which contain a not negligible fraction of unburned
products.
It has been shown that a significant fraction of the unburned
products is emitted by an engine when the latter is driven to
rotation by the transmission unit, thus giving a negative torque:
this phenomenon occurs, in actual practice, whenever the driver
releases the accelerator pedal, thus closing the throttle and the
engine, as connected to the vehicle wheels, is driven to rotation
at a rate which exceeds the one attendant to it as a function of
the air gasoline mixture drawn into the engine; the resultant
braking action is resorted to for decelerating the vehicle run, or
to prevent it from accelerating, as it occurs when the vehicle is
descending a slope.
It is known that in an engine which is driven at a comparatively
high speed when the accelerator pedal is released, carburation
difficulties are experienced, due to the high negative pressure
obtaining downstream of the throttle and of the small rates of flow
of both air and gasoline concerned: in addition, combustion
difficulties are also originated inasmuch as the comparative
rarefaction of the mixture encourages the phenomenon of extinction
of the flame in the neighborhood of the combustion chamber walls.
These phenomena, along with others, are responsible for a
considerable percentage of unburned fractions in the exhaust
gases.
In order to limit the emission of unburned fractions, in internal
combustion engines of the fuel injection type, it has been
suggested to adopt devices which cut off the fuel injection to the
engine when the latter is driven by the vehicle wheels: this
approach has the defect that the gases coming from the oil sump,
which is connected to the air suction duct, do not burn and thus
soil the interior of the cylinders and are discharged into the
atmosphere: a further, but not less serious drawback is that the
air drawn into and exhausted from the cylinder, if no combustion
takes place, cools the cylinder walls, with the result being
difficulties in the combustion and an increase of the emission of
unburned fractions whenever the released accelerator pedal is
depressed again.
OBJECTS AND SUMMARY OF THE INVENTION
An object of the present invention is to reduce the emission of
unburned fractions in the exhaust gases of an internal combustion
engine of the fuel injection type which is driven to rotation at a
rather high rate and with the throttle placed in the idling
position.
An additional object of this invention is to render particularly
high the braking torque supplied by the engine when the accelerator
pedal is released.
According to the invention, an internal combustion engine of the
fuel injection type is provided, which comprises a combustion
chamber, an intake duct leading to said chamber, fuel injecting
means located in said intake duct, fuel feed means connected to
said fuel injecting means, regulating means coupled to said fuel
feed means to regulate the fuel feed, air feed means introducing
air in the intake duct upstream to the fuel injecting means,
throttling means coupled to said air feed means to regulate the air
feed concurrently with the operation of said regulating means, fuel
feed cut-off means, air feed cut-off means and control means
responsive to the concurrent operation of said regulating means and
said throttling means and to the engine speed to actuate the fuel
feed and air feed cut-off means to cut-off the fuel feed and the
air feed when said regulating means and said throttling means are
arranged to regulate the fuel feed and the air feed at the idling
values and the engine speed is higher than the idling speed.
Otherwise stated, according to the present invention both the fuel
feed and the air feed are cut off when the engine is driven by the
vehicle wheels, so that the above mentioned drawbacks encountered
in the fuel injection engines which are only provided with fuel
feed cut-off means are thus eliminated and a relevant reduction of
unburned fractions in the exhaust gases is obtained.
In order that the present invention may be better understood, two
exemplary embodiments thereof will now be described and
diagrammatically shown in the accompanying drawings, wherein:
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagrammatical view, partly in section, of an exemplary
embodiment of the invention, and
FIG. 2 is a view, similar to FIG. 1, of an alternative exemplary
embodiment of the invention.
DETAILED DESCRIPTION OF THE EMBODIMENTS
As appears in FIG. 1, an internal combustion engine of the fuel
injection type has a combustion chamber 14, an exhaust duct 15 and
an intake duct 13, which communicates with a manifold 12, where
other intake ducts of every cylinder may open, according to a well
known diagram. An air intake pipe, generally shown at 1, is flanged
onto the manifold and to an air filter 51 communicating with the
atmosphere. A main internal duct 26 of the pipe 1 is throttled by a
throttle 2, whose arbor 3 is rotatably and controllably supported
by the pipe walls and is operatively connected to the accelerator
pedal (not shown) of the vehicle. An auxiliary idling duct 4
by-passes the throttle 2 and opens downstream of the throttle in
registry with a calibrated bore 5. The duct 4 is equipped with an
intercepting member consisting of an obturator or valve member 7
which, by an axial movement, can have its portion 6 resting against
a corresponding seat 9, thus closing the duct. The obturator 7 is
driven by a solenoid 8 which, as it is energized, drives the valve
member to contact the seat 9, against the bias of resilient means,
not shown, which bring it back to the at rest position shown in the
drawing, when the solenoid is not energized. The solenoid has a
terminal 11 connected to ground and a terminal 10 connected,
through a line 31, to a pole of a current generator 29, whose other
pole is connected to ground: on the line 31 there are, serially
connected, two switches 32 and 33, respectively. The switch 32 is
mechanically ganged with the throttle 2 in the sense that it is
closed when the throttle closes the duct 26; the switch 33 is
controlled by a device 28, which is conventional per se and, which
receives, through a line 30, a signal which is a function of the
rotational speed of the engine; as said speed exceeds a
predetermined threshold value, above the idling value, the device
causes the switch 33 to be closed; when the speed is below said
threshold value, the switch is driven to opening.
As shown in FIG. 1, a fuel injecting means 43 is located within the
intake duct 13 and has a fuel feed means 44 connected thereto. A
regulating means 45 is coupled to the fuel feed means 44 to
regulate the fuel feed between minimum and maximum values depending
on the position of the accelerator pedal of the vehicle and on the
running speed of the engine. More precisely, the regulating means
45 is connected to the throttle 2 so as to regulate the fuel feed
at the minimum or idling value when the throttle is closed. A fuel
feed cut-off means 41 is also coupled to the fuel feed means 44 to
cut off the fuel feed when electrically energized. An electrical
lead 42 connects the fuel feed cut-off means 41 to the energizing
line 31.
In operation, when the accelerator pedal is released, i.e. the
throttle 2 is closed and the regulating means regulates the fuel
feed at the minimum of idling value, and the engine rotates at the
idling speed, the switch 32 is closed but the switch 33 is open, so
that the solenoid 8 is de-energized and the auxiliary duct 4 is
open and keeps the air feed at a minimum or idling value; the fuel
feed cut-off means 41 also is de-energized. In such a case, if the
engine is accelerated, the switch 33 is closed, but the line 31 is
nevertheless cut off by the opening of the switch 32 and the
solenoid 8 is still de-energized.
Conversely, when the accelerator pedal is released but the engine
rotates at a speed higher than the idling speed, the switches 32,
33 are simultaneously closed, so that the solenoid 8 is energized
and the 7 closes the duct 4, thus cutting off the air feed. The
fuel feed cut-off means 41 also are energized and entirely cut off
the fuel feed, so that neither fuel nor air are introduced into the
combustion chamber 14 and the exhaust duct 15 discharges only
negligible amounts of gases, such as may seep through an imperfect
tightness of the throttle 2 and valve member 7. It is to be noted
that the switches 32 and 33 of the embodiment shown in FIG. 1 could
be actuated by the same actuating means used in the regulating
means 45 to regulate the fuel feed as a function of the position of
the accelerator pedal and the engine speed.
An additional exemplary embodiment of the invention is shown in
FIG. 2 and parts thereof which correspond to those of the
embodiment of FIG. 1 have been indicated by similar reference
numerals and will not be explained in detail.
In this second embodiment, the bore 5 can be placed alternatingly
in communication either with the duct 4 or a duct 17, according to
whether a valve member 21 rests against a seat 20 or, against a
seat 16, respectively.
The duct 17 is connected by a duct 19 to the exhaust duct 15
through a filter 27, for example of the cyclone type, and in any
case, a filter capable of separating both solid and liquid
particles from the gas flowing therethrough.
The valve member 21 is controlled, with the intermediary of a stem
22, by a solenoid 23 which, as it is energized, brings the valve
member back to the seat 16 against the bias of resilient means (not
shown) which urges the valve member to contact the seat 20 when the
solenoid 23 is not fed. A terminal 24 of the solenoid is connected
to ground and a terminal 25 is connected, through a line 38, to a
pole of the current generator 29, whose other pole is also
connected to ground. On the line 38 there are, serially connected,
two switches 39 and 40: the switch 40 is connected to the throttle
2 in the sense of being closed as the throttle is closed, while the
switch 39 is connected to a diaphragm 35 which can be deformed
against the bias of a compression spring 34 and which closes the
chamber 36 which communicates, through a duct 37, with the manifold
12. The fuel feed cut-off means 41 also is connected to the
energizing line 38 via the line 42.
In operation, when the accelerator pedal is released (or, anyhow,
the throttle 2 is closed and the regulating means 45 keeps the fuel
feed at the minimum or idling value) and the engine is driven at
the idling speed, the switch 40 is closed but the negative pressure
in the manifold 12 is not sufficient to overcome the bias of the
spring 34 on the diaphragm 35, so that the switch 39 remains open
and the solenoid 23 is not energized. The valve member 21 thus
remains in the position of FIG. 2, so that the recycling duct 19,
27, 17 is closed and the minimum or idling duct 4, 5 is open. The
fuel feed cut-off means 41 also is de-energized.
As the engine is accelerated by depressing the acccelerator pedal,
the switch 40 is opened and the operation of the assembly is
conventional.
When, conversely, the accelerator pedal is released but the engine
is driven at a comparatively high speed of rotation, the negative
pressure in the manifold 12 is increased until overcoming the bias
of the spring 34, so that the switch 39 is closed and the fuel feed
cut-off means 41 and the solenoid 23 are energized to cut off the
fuel feed and to move the valve member 21 towards the seat 16 to
cut off the idling duct 4,5.
This movement of the valve member 21 causes also the recycling duct
19, 27, 17 to be opened, so that the exhaust gases are recirculated
from the exhaust duct 15 to the intake duct 13 and prevent the
negative pressure in the intake duct from attaining too high a
value, such as to give rise to excessive seepings through the
throttle 2 and valve member 21. The recycling duct thus attains the
result to improve the cut-off action of the fuel feed and air feed
cut-off means 41 and 21. Of course, the bore 5 should have an
adequate size so as to prevent an excessive flow of recycled gas,
which could lower the magnitude of the negative pressure in the
manifold 12 to a value not sufficient to maintain the switch 39
closed. It is also important to notice that the recycling of hot
exhaust gases allows a flow of gas in the engine, when no
combustion occurs, without experiencing too intensive a cooling of
the combustion chamber, whose consequence would be the emission of
unburned fractions as the engine resumes its normal operation.
The embodiments shown in the drawings are, as outlined above, mere
examples and many modifications can be provided for without thereby
departing from the scope of the present invention. More
particularly, the control circuits for the solenoid as illustrated
can be indifferently applied to either embodiment described
herein.
* * * * *