U.S. patent number 3,800,766 [Application Number 05/328,825] was granted by the patent office on 1974-04-02 for egr enrichment valve.
This patent grant is currently assigned to Ford Motor Company. Invention is credited to Phillip A. Schubeck.
United States Patent |
3,800,766 |
Schubeck |
April 2, 1974 |
EGR ENRICHMENT VALVE
Abstract
An internal combustion engine is disclosed having an exhaust gas
recirculation system effective to return exhaust gases to the
intake manifold. The carburetion system for the engine is arranged
to compensate for the recycling of exhaust gases by the use of
in-series fuel enrichment valves subject to the same limiter, the
first being effective to introduce supplementary fuel in response
to an increase in ported advance vacuum taken from the carburetor
and the second adding fuel during wide-open throttle conditions in
response to the dissipation of manifold vacuum.
Inventors: |
Schubeck; Phillip A.
(Woodhaven, MI) |
Assignee: |
Ford Motor Company (Dearborn,
MI)
|
Family
ID: |
23282604 |
Appl.
No.: |
05/328,825 |
Filed: |
February 1, 1973 |
Current U.S.
Class: |
123/568.29;
261/69.1; 261/67 |
Current CPC
Class: |
F02M
7/133 (20130101); F02M 26/55 (20160201); F02M
2026/009 (20160201) |
Current International
Class: |
F02M
7/00 (20060101); F02M 7/133 (20060101); F02M
25/07 (20060101); F02n 025/06 () |
Field of
Search: |
;123/119A,127
;261/69,41,49 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Burns; Wendell E.
Claims
I claim:
1. In an engine having an exhaust manifold, an intake manifold and
a system for inducting a mixture of air and fuel into said intake
manifold having a carbureted mixture flow controlled by a throttle,
and means for recirculating exhaust gases from said exhaust
manifold back into said intake manifold, the combination
comprising:
a. means for metring supplementary fuel to said induction system in
response to the dissipation of the vacuum level in said intake
manifold, and
b. secondary means for metering additional fuel to said induction
system in response to an increase in the vacuum signal obtained
from said system immediately adjacent and in advance of said
throttle.
2. The combination as in claim 1, in which the secondary means for
metering additional fuel comprises a fuel having an orifice
normally exposed to the fuel reservoir of said induction system,
resilient means for urging said valve to a normally closed
position, and a diaphragm assembly communicating with the vacuum
signal upstream from said throttle in a manner to overcome said
resilient means for opening said valve in response to the advance
vacuum obtained during cruising conditions of the engine.
3. The combination as in claim 1, in which the secondary means for
metering additional fuel has a restriction to limit the maximum
flow of fuel to said intake manifold.
4. For use with an internal combustion engine having a manifold
subject to engine intake vacuum, means for recirculating engine
exhaust gases back to said manifold, a control operated by vacuum
responsive regulator for admitting said recirculation, and
carburetion means having a throttle and a first port subject to
vacuum slightly in advance of said throttle and a second port
subject to vacuum downstream of said throttle, the combination
comprising:
a. means defining first and second fuel valves each calibrated
independently for effecting supplementary addition of fuel to said
carburetion means under predetermined conditions,
b. means effective to communicate said first port with said first
fuel valve for actuation thereof in response to a first
predetermined range of engine conditions, and
c. means effective to communicate said second port with said second
fuel valve for actuation thereof in response to a predetermined
range of engine conditions different then those for said first fuel
valve.
5. The combintation as in claim 4 in which said carburetor has a
booster venturi containing an internal channel for inducting fuel
to the air flow through said booster venturi substantially about
the annular interior thereof, said channel being in communication
with said first and second fuel valves for providing induction of
said fuel to said manifold.
Description
BACKGROUND OF THE INVENTION
The carburetion system of an internal combustion engine is designed
to supply to the cylinders a combustible mixture with an air-fuel
ratio predetermined to provide the best engine performance for
economy. The engine designer has to consider the carburetor and the
intake manifold as an integral system. Because of the transient
flow phenomena occurring in the manifold as well as the
heterogeneity of the combustible mixture delivered by the
carburetor, there is imposed quite narrow limits to the range of
air-fuel ratios which will provide satisfactory engine operation.
Unfortunately, the range of air-fuel ratios which give best engine
performance do not coincide with that which results in a minimum
emission of contaminants from the engine exhaust system. A minimum
emission from all exhaust contaminants results when the engine
operates with about 20-30 percent excess of air. This is above the
lean limit of satisfactory operation of an engine equipped with a
conventional carburetor. Therefore, most engine designers have
attempted to use exhaust gas recycling in a manner to inject
recirculation only at times when the engine can best handle the
leaner mixtures without sacrificing drivability. Unfortunately,
this approach has met with only compromised success for two
reasons: (a) greater reduction in the NO.sub.x emissions from
present recycling must be obtained if future Federal Standards are
to be met, and (b) the engines with present exhaust gas recycling
encounter an unstable condition commonly called "power
surging."
As to the need for a greater decrease in NO.sub.x emissions while
recycling, it should be understood that reduction of NO.sub.x
compounds results directly from a reduction in the combustion
temperature of the combustible mixture. The amount of nitric oxide
produced in the engine cylinder from atmospheric nitrogen and
oxygen is an exponential function of the combustion temperature,
therefore even a moderate decrease in the combustion temperature
will result in a decrease in nitric oxide production. In some
tests, a 15 percent exhaust recycling produced a reduction of
nitrogen oxides by about 88 percent, power output was reduced by
about 16 percent and economy reduced by about 14 percent. Power
loss and reduced economy can be balanced by change of spark timing.
In another test using a spark advance of 19.degree., the power and
economy drop was compensated, but nitrogen oxide emissions
increased considerably. Thus, at balanced power, there was only
about a 60 percent reduction. With the present invention, it is
contemplated that NO.sub.x emissions can be reduced to as much as
90 percent or above.
Turning to the phenomenon "power surging," this effect is most
notable at around 50 miles per hour cruising speed and at about 15
inches of mercury of manifold vacuum when the rate of exhaust
recycling is high. Since the exhaust recycled into the inlet
manifold is introduced below the carburetor, the air-fuel ratio, or
rather oxygen-fuel ratio remains unaffected. However, the ratio of
total gas flow (air plus exhaust) to fuel flow is increased. For
example, the carburetor of a typical test car at 50 miles per hour
delivers a mixture at an air-fuel ratio of 14.0:1. Recycling of
about 18 percent of exhaust gas represents the addition of about
2.6 lbs. of gases, which brings the total gas-fuel ratio to 16.6:1
and results in heavy surge. It can be seen that there is a need for
balancing the total gas-fuel ratio by increasing the fuel flow
during recycling so as to obtain the original ratio of 14:1 to
eliminate power surging.
SUMMARY OF THE INVENTION
The primary object of this invention is to provide a carburetion
system for an internal combustion employing exhaust recirculation
and which is capable of eliminating power surging effects due to
recirculation and which can reduce NO.sub.x emissions to even
greater levels than that achieved by current exhaust gas
recirculation.
Another object is to provide a carburetion system effective to
operate with exhaust gas recirculation and provide additional fuel
during such recirculation. The additional fuel should be limited in
some manner by a simplified control.
Yet another object of this invention is to provide a carburetion
system that not only decreases power surging effects resulting from
exhaust gas recirculation, but provides such decrease in a stable
manner by using fuel enrichment means in conjunction with a
carburetor which introduces primary fuel through a booster venturi.
The atomization of the increased fuel flow through annular arranged
openings in said booster venturi provides such stabilization.
One feature of this invention is the provision of an enrichment
valve which is normally biased to an open position by a vacuum
signal obtained from the carburetor system and closed by a
predetermined resilient force when said vacuum signal subsides
particularly when exhaust gas recirculation is interrupted.
DETAILED DESCRIPTION
Turning now to the preferred embodiment as illustrated in FIG. 1,
an engine A is provided having a conventional intake system B with
a carburetor C and a conventional exhaust system D. An exhaust gas
recirculating system E returns a part of the exhaust gases for
recycling to achieve lower emission levels. The carburetor C has a
fuel system F which employs two enrichment valves G and H for
supplying supplementary fuel, over and above the normal primary
fuel system.
Turning now in more particularity to the components, the carburetor
C is generally of three-piece construction having an air horn
section 10 within which is disposed a usual choke 10a, a main body
section 11 containing a main venturi restriction 12 and an integral
cast booster venturi 13 carried by supporting arms 14 extending
integrally to the body section 11. A throttle body section 17
contains a suitably journalled throttle plate 18, effective to be
moved between a position where the intake system is substantially
closed and a wide-open throttle position which offers the least
resistance to flow therethrough. The booster venturi has an
internal wall 15 and a full ring of inducting ports 16 in said
wall; each port 16 is in communication with a suitable passage for
carrying fuel thereto as will be described.
The fuel system F comprises a fuel reservoir 20 in which is
maintained fuel to a predetermined level by suitable controls (not
shown). A main jet (not shown) communicates reservoir 20 with a
main uptake passage 21 connecting with another passage 22 extending
through the integral casting arm 14. Fuel from the reservoir is
drawn through the jet passages 21 and 22, and openings 16 by a
vacuum created from air passing through the booster and main
venturies. The amount of vacuum is determined by the air flow
therethrough which in turn is regulated by the load on the engine.
The difference in pressure between the main discharge ports 16 and
the fuel reservoir, causes fuel to flow as indicated. As fuel moves
through the passage 21, air from the bleed passage 23 enters the
fuel flow. The bleed meters an increasing amount of air to the fuel
as venturi vacuum increases maintaining the required fuel-air
ratio. The mixture of fuel and air is lighter than raw fuel and
responds faster to changes of venturi vacuum. It also vaporizes
more readily than raw fuel. Fuel and air thus continue through
passage 22 and out through all openings 16 in an annular spray
pattern.
During periods of increased road loads or high speed operation,
added fuel is required and is supplied by the supplementary fuel
means G. Means G comprises a fuel orifice or seat 24 defined as a
conical surface on element 25 threadably inserted in the base of
the fuel reservoir. Element 25 has passages 25a and 25b providing
an inlet and outlet to the valve orifice 24. A central opening 25c
journals to valve stem 26 which in turn carries a valve 27 at the
base thereof. The valve 27 has a conical surface 27a which is
adapted to mate with the surface 24. Stem 26 extends upwardly
through reservoir 20 and carries a piston 28 at the upper end
adapted for intimate sliding engagement with a passage 29. A
suitable retainer 30 is mounted at the upper portion of the
reservoir to assist in journalling the stem 26. The upper face 28a
of the piston is subjected to the pressure that resides in the
upper portion of passage 29, the latter communicating with a port
31 disposed downstream of the throttle 18 in its closed position;
port 31 communicates with intake manifold vacuum.
Due to recent federal regulations controlling emission levels,
current models of vehicles are equipped with exhaust gas
recirculation. A typical system for accomplishing such
recirculation comprises a duct 35 connecting a portion of the
exhaust manifold directly with the intake manifold at a location
immediately downstream of port 31. Interposed in duct 35 is an
admitting means 36 having a valve 37 adapted to close off a portion
of the duct 35. This is accomplished by forming the duct to
communicate with a chamber 38 having an inlet and outlet thereto.
Thus, the outlet 38a may be closed or opened by valve 37. Valve 37
is operated by a diaphragm assembly 39 consisting of a diaphragm 62
bisecting a chamber 40; the diaphragm is urged in one direction by
a helical spring 41 adapted to maintain a predetermined force to
urge the valve to a closed position. One side of the diaphragm is
subjected to intake manifold vacuum so that under conditions of
some intake manifold vacuum, the valve will be opened allowing
exhaust gases to recirculate.
The addition of exhaust gas recirculation, downstream of the
throttle, essentially leans out the air-fuel ratio because the
greater gaseous flow downstream of the throttle. Flow through the
primary venturi is reduced thereby resulting in a cutback in the
induced metering of fuel. At certain cruising speeds, the engine
may operate in an unstable way, commonly called "power surging."
The severity of power surging depends on the rate of exhaust
recycling.
To overcome these problems, fuel valve means H is employed to add
additional quantities of fuel during conditions particularly when
exhaust gas recirculation is taking place. Means H comprises a
sleeve 45 integrally cast as part of the base of reservoir 20;
sleeve 45 is internally threaded for receiving a valve structure 46
defining a valve seat or opening 47. A valve 48 is provided with a
flange 49 on its upper section which is biased upwardly by a spring
50 to close the valve opening when the normal opening force is
dissipated. Normally the spring force is overcome by a
servo-mechanism 57 enclosed in housing 58 and having a chamber 59
therein. Diaphragm 60, on one side, which is subjected to absolute
pressure or vacuum pressure in chamber 59; the chamber 59 is in
communication by way of passage 42 with a port 61 which is commonly
referred to as ported advance vacuum; it is obtained in advance of
the throttle when in the closed position.
* * * * *