U.S. patent number 3,646,924 [Application Number 05/127,146] was granted by the patent office on 1972-03-07 for fuel system for gaseous fueled engines.
This patent grant is currently assigned to International Materials. Invention is credited to Marc S. Newkirk, W. Peter Zulkowski.
United States Patent |
3,646,924 |
Newkirk , et al. |
March 7, 1972 |
FUEL SYSTEM FOR GASEOUS FUELED ENGINES
Abstract
A gaseous fueled engine has a dual fuel feed system which
provides a lean fuel-air mixture for starting the engine when it is
cold and a richer mixture for starting or operating the engine
after it is already warmed up.
Inventors: |
Newkirk; Marc S. (Lynnfield,
MA), Zulkowski; W. Peter (Salem, MA) |
Assignee: |
International Materials
(Lynnfield, MA)
|
Family
ID: |
22428534 |
Appl.
No.: |
05/127,146 |
Filed: |
March 23, 1971 |
Current U.S.
Class: |
123/527; 123/576;
123/578; 123/DIG.12 |
Current CPC
Class: |
F02M
21/0206 (20130101); F02M 26/19 (20160201); F02D
19/023 (20130101); F02M 21/042 (20130101); F02B
1/04 (20130101); Y02T 10/30 (20130101); Y02T
10/32 (20130101); Y10S 123/12 (20130101); F02M
21/0287 (20130101); F02M 21/0239 (20130101); F02B
43/00 (20130101) |
Current International
Class: |
F02M
25/07 (20060101); F02M 21/04 (20060101); F02B
1/04 (20060101); F02B 43/00 (20060101); F02B
1/00 (20060101); F02n 021/02 () |
Field of
Search: |
;123/120 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Burns; Wendell E.
Claims
We claim:
1. In a gaseous-fueled internal combustion engine including engine
combustion chambers, a carburetor and a gas supply, the improvement
comprising
A. at least two conduits connected in parallel between the supply
and the carburetor, and
B. control means for directing the gas alternatively to one of said
conduits or another of said conduits, said control means being
responsive to engine temperature so that when the engine
temperature is below a selected value, gas flows through the one
conduit to the carburetor and when the engine temperature is above
the selected value, the gas flows to the carburetor through the
other conduit.
2. The engine defined in claim 1 and further including adjustable
fluid pressure regulators in the one conduit and the other conduit,
one of said regulators being adjustable over a relatively wide
range, and the other regulator being adjustable over a narrower
range.
3. The engine defined in claim 2
A. wherein the carburetor includes a valve for adjusting the intake
of air into the carburetor, and
B. further including means mechanically linking the control means
and the valve in the carburetor so that when the gas flow to the
carburetor is changed, the airflow thereto is changed
correspondingly.
4. The engine defined in claim 2 wherein the adjustment of the
pressure regulators is accomplished by a single throttle control
element.
5. The engine defined in claim 1 wherein the control means
comprise
A. a switch responsive to engine temperature, and
B. a separate solenoid-operated valve in each of said conduits
connected to the switch so that the valves operate out of phase
with each other.
6. The engine defined in claim 1 and further including
A. an electrically operated valve connected at the gas supply
outlet, and
B. a pressure-responsive switch,
1. responsive to engine oil pressure, and
2. operatively associated with the check valve so as to close the
valve when the oil pressure in the engine is below a determined
value.
7. The engine defined in claim 1 and further including
A. a separate fuel line leading from the supply to the carburetor
for feeding gas thereto when the engine is idling, and
B. means in the separate line for regulating the amount of gas fed
to the carburetor.
Description
BACKGROUND OF THE INVENTION
This invention relates to a fuel system for a gaseous fueled engine
and particularly an engine of the type consuming hydrogen. Hydrogen
fueled engines are particularly desirable because the principal
exhaust product of hydrogen is water vapor which does not pollute
the atmosphere. A fuel system of this general type is disclosed in
copending application Ser. No. 81,424, filed Oct. 16, 1970,
entitled FUEL SYSTEM, which application is owned by the assignee of
the present application.
The present invention relates more particularly to an improved fuel
feed system of this general type which delivers a highly
combustible fuel-air mixture to the engine when the engine is
subjected to different starting and operation conditions.
While the fuel system described in the above-cited application
operates satisfactorily in many situations, we have found that
engine performance is quite dependent upon the temperature of the
engine. In other words, a fuel-air mixture which starts or operates
the engine efficiently after it is already warmed up is not the
proper fuel-air mixture to start the engine when it is cold. Either
the cold engine does not start at all or it takes an inordinate
amount of cranking to start the engine, giving rise to an excessive
drain on the engine battery. The same sort of problem exists with
conventional gasoline engines. However, the techniques used to
alleviate that problem in the case of gasoline engines do not work
at all with hydrogen fueled engines. In fact, they only compound
the problem.
SUMMARY OF THE INVENTION
Accordingly, it is an object of the present invention to provide a
fuel feed system for use particularly with hydrogen fueled engines
which enables the engine to start quickly under most prevailing
operating conditions.
Another object of the invention is to provide a fuel feed system
which enables a hydrogen fueled engine to operate more efficiently
at different engine temperatures.
Still another object of the invention is to provide a fuel feed
system of this type which is relatively easy to make and
install.
A further object of the invention is to provide a fuel feed system
of this type which is simple to operate and is easy to
maintain.
Yet another object of the invention is to provide a gaseous fueled
engine having a fuel feed system with one or more of the above
characteristics.
Other objects will in part be obvious and will in part appear
hereinafter.
The invention accordingly comprises the features of construction,
combination of elements and arrangement of parts which will be
exemplified in the construction hereinafter set forth and the scope
of the invention will be indicated in the claims.
Briefly, we have discovered that a hydrogen fueled engine demands a
lean fuel-air mixture in order to turn over and run readily when
the engine is cold. Accordingly, our engine is provided with a dual
fuel feed system with two branches connected in parallel between
the gas supply and the engine carburetor. Each branch contains a
valve and a pressure regulator, the latter being controlled by a
single throttle linkage in conjunction with the usual butterfly
valve in the carburetor air intake. A third fuel line from the gas
supply to the carburetor delivers a preset amount of fuel for
idling the engine.
One branch of the dual fuel feed system is open only during
sustained engine operation or when starting an engine that is
already warmed up. That is, its valve is open only when the engine
temperature exceeds a determined value. The other branch of the
system is open only when starting a cold engine; its valve is open
only when the engine temperature is below that set value. The
valves in the two branches are controlled by conventional switch
means which respond to engine temperature. Each open branch of the
fuel feed system delivers gas to the carburetor to supplement that
delivered by the third, idling fuel line.
The pressure regulator in the branch of the fuel system supplying
the engines needs during warm start or normal engine operation is
variable over the entire range of gas pressures required to meet
the engine's needs at all practical loads and speeds. Typically,
this range extends from zero p.s.i. to 70 p.s.i. On the other hand,
the pressure regulator in the cold start branch of the system is
adjustable only over a relatively small portion of the former
range. That is, it extends from zero to about 25 p.s.i. Thus, one
regulator provides a relatively coarse fuel pressure adjustment
over a relatively wide range when the engine is already warmed up.
The other regulator functioning only when starting a cold engine
provides relatively fine adjustment of fuel pressure over a much
narrower range of pressures. When starting a cold engine, then, the
throttle can be opened to deliver to the engine a much leaner, more
highly combustible fuel-air mixture than is possible using prior
fuel systems.
When the operator cranks the engine initially, the cold start
branch of the system is open while the other branch is closed.
Thus, when he opens the throttle, a relatively small amount of gas
is mixed with the air entering the carburetor. This gas supplements
the gas fed through the idling fuel line and mixes with the
incoming air to provide a relatively lean, but very highly
combustible, mixture in the carburetor which ignites readily even
though the engine is cold. The operator can increase the speed of
the engine somewhat by opening the throttle further.
After a relatively short time, the engine temperature increases to
the point where the engine can run on a richer fuel-air mixture. At
this point, the cold start branch of the fuel system closes and the
other branch opens. Consequently, a greater proportion of fuel is
delivered to the carburetor for mixing with the incoming air so
that a richer fuel-air mixture is delivered to the engine for
idling it under essentially no load after the engine is already
warmed up. Now, by manipulating the throttle, the operator can vary
the amount of fuel delivered to the engine over a wide range to
meet the demands of the engine at various loads and speeds during
normal driving.
With the present arrangement, then, a gaseous fueled internal
combustion engine can be started more easily and run more
efficiently and economically. Yet, the cost of the engine is not
appreciably greater than prior engines of this type which lack
these advantages.
BRIEF DESCRIPTION OF THE DRAWING
For a fuller understanding of the nature and objects of the present
invention, reference should be had to the following detailed
description taken in connection with the accompanying drawing in
which the FIGURE is a diagrammatic view with parts cut away showing
a fuel system for a gaseous fueled internal combustion engine
embodying the principles of our invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Turning now to the drawing figure, a fuel system shown generally at
10 feeds hydrogen fuel from a cryogenic tank 12, where the fuel is
maintained in liquid form as a gas to an internal combustion engine
14. The system includes a carburetor 16 having an air intake system
16a into which air from the atmosphere is drawn. A
throttle-controlled butterfly valve 18 is pivotally mounted in the
intake section 16a to regulate the flow of incoming air.
Fuel from tank 12 is injected as a gas into the mixing chamber 16b
of the carburetor below butterfly valve 18. More particularly, a
circular manifold 22 is positioned in the space below valve 18
within chamber 16b. Manifold 22 extends almost all the way around
the wall of the chamber and has an internal passage 24 which runs
almost the entire length of the manifold. The fuel is conducted
into the manifold passage 24 by way of a fuel line 26. Line 26
includes a solenoid-operated valve 28 and a throttle-operated
regulating section shown generally at 32 which will be described in
more detail later. The regulating section is linked to butterfly
valve 18 so that when the amount of fuel fed to manifold 22 is
varied, the supply of air fed to the carburetor is increased or
decreased proportionately.
Manifold 22 contains a number of radial ports 34, four of which are
shown and indicated as ports 34a to 34d. A ball check valve 36
located at each port is arranged so that fluid can flow from the
passage 24 through the associated port and into the chamber 16b,
but not in the opposite direction. Accordingly, the explosive
fuel-air mixture in the carburetor cannot back up into the fuel
lines and tank, thereby creating a safety hazard. As described in
more detail in copending application Ser. No. 81,424 mentioned
above, valves 36 are designed with progressively increasing
cracking pressures so that if the operator opens the throttle, fuel
enters the carburetor through a progressively increasing number of
ports 34 to meet the demands of the engine. At the same time,
sufficient air is drawn into intake section 16a due to the suction
transmitted from engine manifold to maintain a highly combustible
fuel-air mixture in the carburetor when the engine is operating
normally.
The present system has a separate fuel feed section supplying the
engine with the proper fuel-air mixture during idling. More
particularly, fuel is fed from tank 12 via a separate fuel line 42
connected to fuel line 26 downstream from valve 28. Fuel line 42
leads to a separate small manifold 44 in chamber 16b. Manifold 44
just fills the gap between the ends of manifold 22 so that both
manifolds together form essentially a closed ring within chamber
16b. Line 42 has a solenoid actuated shutoff valve 48 for reasons
to be discussed later, and a pressure regulator 52 which can be set
to control the amount of fuel fed to the manifold during cranking
and idling. Once regulator 52 has been properly set, it need not be
adjusted thereafter.
Manifold 44 includes a port 54 and a check valve 56 in the port.
Valve 56 allows fuel to flow outward through port 54, but not in
the opposite direction and it has a low cracking pressure, e.g.,
two p.s.i.
Fuel system 10 also includes another manifold 62 spaced above
manifold 22 in carburetor section 16a. Manifold 62 is shaped like a
ring, extending all around the inside wall of section 16a. This
manifold is formed with an internal passage 64 extending almost all
the way around it and it has a relatively large number of radial
ports 66 communicating with this passage. In a typical embodiment
of the invention, there are 30 such ports 66.
A conduit 68 connects the engine exhaust manifold 70 to the
manifold passage 64 so that at least part of the engine exhaust is
fed to the manifold 62 for injection through ports 66 into intake
section 16a above the point of injection of the fuel into the
carburetor as described more specifically in the aforesaid
copending application.
The present system also includes provision for shutting off the
supply of gaseous fuel to the engine in the event that the engine
does not start as it should. More particularly, a pressure switch
76 is connected to a line 78 extending to the engine and which
reflects the oil pressure in engine 14. Switch 76 is closed in
response to the pressure buildup in line 78 due to increased oil
pressure in the engine 14 when it is running. Switch 76 is
connected electrically to the solenoid valve 28 and to the engine
ignition switch 82. Switch 82 is the usual type having ACCESSORY,
OFF, IGNITION and START positions. The switch 82 is connected in
parallel with switch 76 and valve 28 and the valve is normally
closed.
To start the engine, the operator turns the switch 82 to START,
whereupon the engine is cranked in the usual way and valve 28 opens
allowing gas to flow through line 26 to throttle (regulator) 32. As
soon as the engine starts, the operator releases switch 82 which
immediately returns to the IGNITION position. Now, however, with
the engine turning over, there is sufficient pressure in line 78 to
keep switch 76 closed so that the valve 28 remains open. Of course,
if the engine does not start, when the operator releases switch 82,
valve 28 immediately closes so that there is no buildup of an
explosive mixture in the various engine parts.
Valve 48 in the idling line is also controlled by switch 82. It is
open only when the switch is in its IGNITION position. Thus, once
the engine starts and the operator releases switch 82, valve 48
opens so that gas is also injected into the carburetor by way of
manifold 44 to supplement that fed by line 26.
If, for some reason, the engine should stall, the oil pressure in
the engine soon drops so that switch 76 opens, thereby closing
valve 28. The gas supply remains shut off until the operator again
cranks the engine by moving switch 82 to the START position.
We have discovered that gaseous fueled engines, particularly those
consuming hydrogen, require a relatively lean fuel-air mixture when
starting the engine initially or when idling it when the engine is
cold. In other words, the desirable condition is exactly the
reverse of the situation with conventional internal combustion
engines which are cold-started on a relatively rich mixture. Once
the present engine heats up to a reasonable degree, a richer
fuel-air mixture is desirable to start and idle the engine. These
two objectives are realized in the present case through the
utilization of the regulating section 32.
Within section 32, fuel line 26 separates into two parallel
branches 26a and 26b. Branch 26a includes an electrically operated
fluid valve 84 connected in series with a pressure regulator 86.
Branch 26b, on the other hand, contains an electrically operated
valve 88 and a pressure regulator 90. Regulators 86 and 90 are
adjusted by means of the same throttle control or pedal 92. Pedal
92 is also linked mechanically with butterfly valve 18 so that when
the operator adjusts the throttle control 92 to vary the amount of
gas fed to the carburetor, the butterfly valve 18 is moved
correspondingly to maintain the proper fuel-air mixture.
Valves 84 and 88 are connected electrically to a temperature
responsive switch 94 which is mounted at a location to sense the
temperature of the engine combustion chambers. In the present
illustration, the switch 94 is mounted in the heat riser 96 which
is found on most modern automobiles. The heat riser is essentially
a conduit extending from the engine to the carburetor through which
hot engine gases pass to actuate present-day automatic chokes. The
present system has the switch 94 at essentially the same location
in order to actuate the valves 84 and 88 at the proper times.
The temperature-responsive switch 94 is a double-throw switch which
is also connected through the ignition switch 82 to the engine's
electrical power supply. Switch 94 is active only when switch 28 is
in the IGNITION or START position. When the engine temperature is
below a selected value, e.g., 50.degree. F., as would be the case
when the engine is being cranked or idled from a cold start, switch
94 maintains valve 84 in the open position and valve 88 in the
closed position so that all of the gas from supply 12 flows to the
carburetor by way of branch 26a. Regulator 86 in branch 26a is
adjustable from zero p.s.i. to about 25 p.s.i. By opening throttle
92, the operator can obtain a very fine adjustment of the gas flow
over this range. The hydrogen gas fed through branch 26a (along
with that which may be supplied to the carburetor by way of the
idling fuel line 42) mixes with the incoming air to provide a
relatively lean fuel-air mixture for the engine which ignites
readily even though the engine is cold.
The engine starts and idles on this mixture until the engine heats
sufficiently to actuate switch 94. Whereupon, valve 84 closes and
valve 88 opens so that fuel is supplied to the carburetor by way of
branch 26b. Valve 88 preferably includes a dashpot arrangement
which causes it to open relatively slowly so that there is no
sudden power surge when the gas flow switches from branch 26a to
branch 26b.
Regulator 90 in branch 26b is adjustable from zero p.s.i. to about
75 p.s.i. Relatively coarse adjustment over this wide range is
achieved by manipulating throttle control 92. The gas delivered by
way of branch 26b, together with that fed through the idling branch
42, upon mixing with the air entering the carburetor, provides a
relatively rich mixture for powering the engine during normal
driving conditions when the engine is already warmed up
sufficiently to handle the richer mixture.
Thus, by delivering a relatively lean fuel-air mixture to the
engine initially contrary to the prevailing practice, we are able
to start the hydrogen-fueled engine even though it is cold
initially. Furthermore, the system we use to accomplish this is
relatively simple and does not increase the overall cost or
complexity of the engine to any great extent. Furthermore, the
present engine is safe to operate because steps are taken to insure
that there is no inadvertent buildup of explosive gases in the
engine parts.
It will thus be seen that the objects set forth above, among those
made apparent from the preceding description, are efficiently
attained and, since certain changes may be made in the above
construction without departing from the scope of the invention, it
is intended that all matter contained in the above description or
shown in the accompanying drawing shall be interpreted as
illustrative and not in a limiting sense.
It is also to be understood that the following claims are intended
to cover all of the generic and specific features of the invention
herein described.
* * * * *