U.S. patent number 3,849,984 [Application Number 05/345,688] was granted by the patent office on 1974-11-26 for member for controlling exhaust gas purifying device.
This patent grant is currently assigned to Toyota Jidosha Kogyo Kabushiki Kaisha. Invention is credited to Takashi Kato, Tetsuro Nagano, Tadahide Toda.
United States Patent |
3,849,984 |
Toda , et al. |
November 26, 1974 |
MEMBER FOR CONTROLLING EXHAUST GAS PURIFYING DEVICE
Abstract
To regulate the supply of secondary air to the exhaust system of
an internal combustion engine, a valve is positioned in the line
supplying the secondary air so that the air can be selectively
directed to the exhaust system or into the atmosphere. Detector
members are arranged to monitor various operating characteristics
of the internal combustion engine and to signal a control member
which, in turn, regulates a control valve which controls, in part,
the passage of engine manifold negative pressure to the valve. The
valve contains a number of compartments and the pressure
relationship between the compartments, certain of which are
selectively exposed to the manifold negative pressure, determines
the operation of the valve in selectively directing the flow of the
secondary air.
Inventors: |
Toda; Tadahide (Sosono,
JA), Nagano; Tetsuro (Sosono, JA), Kato;
Takashi (Sosono, JA) |
Assignee: |
Toyota Jidosha Kogyo Kabushiki
Kaisha (Aichi-ken, JA)
|
Family
ID: |
12722320 |
Appl.
No.: |
05/345,688 |
Filed: |
March 28, 1973 |
Foreign Application Priority Data
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Apr 19, 1972 [JA] |
|
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47-45545 |
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Current U.S.
Class: |
60/290;
60/277 |
Current CPC
Class: |
F01N
3/22 (20130101); F01N 9/00 (20130101); F01N
3/32 (20130101); F01N 3/222 (20130101); F01N
3/30 (20130101); F01N 3/227 (20130101); Y02T
10/40 (20130101); Y02T 10/20 (20130101); Y02T
10/12 (20130101); Y02T 10/47 (20130101); F02B
1/04 (20130101) |
Current International
Class: |
F01N
3/30 (20060101); F01N 3/32 (20060101); F01N
9/00 (20060101); F01N 3/22 (20060101); F02B
1/00 (20060101); F02B 1/04 (20060101); F02b
075/10 () |
Field of
Search: |
;60/290 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Hart; Douglas
Attorney, Agent or Firm: Toren, McGeady and Stanger
Claims
What is claimed is:
1. An exhaust gas purifying device for use in supplying secondary
air into the exhaust system of an internal combustion engine,
comprising a first valve located in the path of the secondary air
into the exhaust system and displaceable between a first position
for supplying secondary air into the exhaust system and a second
position for discharging the secondary air into the atmosphere, a
second valve for regulating the supply of manifold negative
pressure from the internal combustion engine into said first valve,
first means for operating said second valve, second means for
detecting various operating conditions of the internal combustion
engine, said second means connected to said first means for
operating said second valve for transmitting an input signal to
said first means so that said second valve regulates the supply of
manifold negative pressure to said first valve whereby said first
valve is disposed in the first or second position based on the
operating conditions of the engine checked by said second means,
and said second means comprise an engine cooling water temperature
detector, a fast idle cam position detector and a vehicle speed
detector each connected to said first means and each of said engine
cooling water temperature detector, fast idle cam position detector
and vehicle speed detector being arranged so that predetermined
conditions for each of said detectors must be detected before said
first means operates said second valve.
2. An exhaust gas purifying device, as set forth in claim 1,
wherein said first valve comprises a housing having at least one
chamber therein, said chamber having an inlet for supplying
secondary air to said chamber, a first outlet for directing the
secondary air from said chamber to the exhaust system and a second
outlet for discharging the secondary air from said chamber into the
atmosphere, a valve member positioned within said chamber for
directing flow from said inlet to one of said first and second
outlets, and third means positioned within said housing for
displacing said valve member for selectively directing the flow of
secondary air from said inlet to one of said first and second
outlets.
3. An exhaust gas purifying device, as set forth in claim 1,
wherein said first valve comprises a housing with said housing
arranged for dividing the interior of said first valve into a first
chamber, a second chamber and a third chamber, a first displaceably
mounted wall member located within said first chamber and dividing
it into a first compartment and a second compartment, a second
displaceably mounted wall member located within said second chamber
and dividing it into a third compartment and a fourth compartment,
said housing forming an opening between said second compartment and
said third compartment, a first valve member located in the opening
between said second compartment and third compartment and
displaceable between a first position for closing the opening and a
second position for admitting flow from said second compartment
into said third compartment, said housing forming an inlet for
admitting secondary air into said third chamber and a first outlet
and a second outlet for discharging the secondary air from said
third chamber, and a second valve member located within said third
chamber and displaceable therein between a first position for
directing the flow from said inlet to said first outlet and
blocking off flow to said second outlet and a second position for
directing flow from said inlet to said second outlet and blocking
off flow to said first outlet.
4. An exhaust gas purifying device, as set forth in claim 3,
wherein said housing forms an inlet for admitting manifold negative
pressure from the internal combustion engine into said first
compartment and an inlet for admitting atmospheric air into said
second compartment, a spring member positioned within said first
compartment and in contact with said first wall means for biasing
said first wall member toward said second compartment, and said
first valve member is connected to said first wall member for
positioning said first valve member in accordance with the pressure
relationship between said first and second compartments which
pressure relationship movably displaces said displaceably mounted
wall member.
5. An exhaust gas purifying device, as set forth in claim 4,
wherein a second spring member is disposed in contact with said
first valve member for biasing it into position for closing the
opening formed between said second and third compartments.
6. An exhaust gas purifying device, as set forth in claim 3,
wherein said second valve member is connected to said second wall,
said housing forms an inlet communicating with said fourth
compartment for admitting manifold negative pressure from the
internal combustion engine, the flow of manifold negative pressure
into said inlet to said fourth compartment is regulated by said
second valve, said second wall has a metering orifice therethrough
between said third and fourth compartments, and a spring biasing
said second wall in the direction of said third compartment.
7. An exhaust gas purifying device, as set forth in claim 4,
including a conduit arranged to transmit negative pressure from the
internal combustion engine to said inlet to said fourth
compartment, a branch conduit communicating between said conduit
and said second valve, another conduit connecting said second valve
and said inlet to said first compartment for admitting manifold
negative pressure to said inlet when said second valve is opened by
said means for operating said second valve.
8. An exhaust gas purifying device, as set forth in claim 1,
including a carburetor arranged to be mounted on the engine, a
throttle valve and a choke valve positioned within said carburetor,
said fast idle cam position detector comprising a fast idle cam,
means for pivotally mounting said cam on said carburetor and for
insulating said cam from said carburetor, a lever connected to said
throttle valve and displaceable therewith, said lever is engageable
with said cam under certain operating conditions of said internal
combustion engine, a link, a bimetal member connecting said choke
valve to said link, a second lever connected to said choke valve, a
link connected at one end to said second lever and an insulating
member positioned on the other end of said link for attaching it to
said cam, and a lead wire connected to said cam and extending
outwardly therefrom.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a member for controlling an
exhaust gas purifying device for use in gasoline engines for
automobiles of the type in which secondary air is supplied into the
exhaust system.
2. Description of the Prior Art
Recently, due to the increasingly stricter regulations imposed on
automobile exhaust gases throughout the world, considerable efforts
have been expended by a number of automobile manufacturers to
develop effective devices for purifying or cleaning the exhaust
gases before they are discharged into the atmosphere. To purify
imperfectly burned or unburned gas components in exhaust gas, such
as carbon monoxide, hydrocarbons and the like, generally a device
is used which supplies secondary air into the exhaust gases
discharged from the combustion chamber so that the air reacts with
the gases. Although such a device is quite effective where the
air-fuel ratio is lower than the theoretical air ratio or
theoretical fuel ratio because, under such situations, the reaction
temperature is not raised to excess, a problem arises when the
air-fuel mixture becomes rich due to the choke operation at cold
start-up or when percolation takes place in a hot or overheated
engine and produces an enriched mixture. In such situations, the
reaction in the exhaust system causes an excessive rise in the
exhaust temperature and such temperture rise poses a problem for
the durability of the purifying device itself and for the heat
resistability of the parts located around or adjacent to the
exhaust pipe.
SUMMARY OF THE INVENTION
Therefore, the object of the present invention is to provide a
means for controlling an exhaust gas purifying device which solves
the problems mentioned above.
In accordance with the present invention, a member is provided for
controlling the exhaust gas purifying device so that any tendency
for incrased afterburning temperatures is avoided. The member
involves a valve through which secondary air is directed into the
exhaust system and the valve is arranged to release the secondary
air directly into the atmosphere when certain operating conditions
of the engine fall outside certain predetermined operating ranges.
Further, the invention includes an improved arrangement in the
valve for bypassing the secondary air to the atmosphere so that the
heat resistability of the parts disposed around or adjacent the
exhaust pipe is not adversely affected.
The various features of novelty which characterize the invention
are pointed out with particularity in the claims annexed to and
forming a part of this disclosure. For a better understanding of
the invention, its operating advantages and specific objects
attained by its use, reference should be had to the accompanying
drawings and descriptive matter in which there is illustrated and
described a preferred embodiment of the invention .
BRIEF DESCRIPTION OF THE DRAWING
In the drawing:
FIG. 1 is a longitudinal sectional view of an air by-pass valve
embodying the present invention;
FIG. 2 is a view similar to FIG. 1, however, showing the valve is a
different operating condition;
FIG. 3 is a schematic illustration of an exhaust gas purifying
device embodying the present invention; and
FIGS. 4 and 5 are similar views of a choke performance detector
member and each figure shows a different operating position of the
parts making up the member.
DETAILED DESCRIPTION OF THE INVENTION
In FIGS. 1 and 2, an air by-pass assembly 1 is illustrated and
includes an on-off valve 1'. The interior of the valve 1' is
divided into an upper chamber A, an intermediate chamber B and a
lower or secondary air chamber C. The secondary air chamber C has a
secondary air inlet port 3 and its interior with which the port 3
communicates is divided by a pair of valves 6 and 7 into a pair of
outlet compartments C.sub.1 and C.sub.2. A secondary air outlet
port 4 communicates with the outlet compartment C.sub.1 and a vent
5 connects the outlet compartment C.sub.2 with the atmosphere.
The interior of the intermediate chamber B is divided by a
diaphragm 9 into a negative pressure chamber 8, located below the
diaphragm, and an upper compartment or air chamber 12, located
above the diaphragm. A negative pressure detection port 2 opens
into the negative pressure chamber 8. Extending through the
diaphragm 9 is a metering orifice 10 which provides communication
between the negative pressure chamber 8 and the air chamber 12. A
check valve 11 is mounted on the diaphragm 9. Disposed within the
negative pressure chamber 8 and contacting the lower surface of the
diaphragm 9 is a spring 13 which normally biases the diaphragm in
the upward direction. In the upper chamber a diaphragm 16 divides
it into an upper compartment or negative pressure chamber 15 and a
lower compartment A.sub.1. An inlet connection 14 in the upper
portion of the valve 1' admits manifold negative pressure into the
chamber 15. The body of the valve provides an opening 17a between
the lower compartment A.sub.1 of the upper chamber A and the air
chamber 12 of the intermediate chamber B. A valve 17, connected to
the diaphragm 16, forms a closure for the opening 17a. Within the
negative pressure chamber 15, a spring 18 biases the diaphragm 16
in the downward direction, while in the lower compartment A.sub.1
another spring 19 biases the valve 17 into position for closing the
opening 17a. An air inlet port 20 including a filter element is
arranged to provide atmospheric air into the lower compartment
A.sub.1.
The valves 6 and 7 are connected to the diaphragm 9. Both the
diaphragm 9 in the intermediate chamber B and the diaphragm 16 in
the upper chamber A are movably displaceable in response to the
pressure conditions on the opposite sides of the diaphragms for
positioning the valves 6 and 7 and the valve 17, respectively.
In FIG. 3 the mechanical arrangement of the purifying device,
embodying the present invention, is shown schematically. A
secondary air supply pump 22 is connected to the air by-pass valve
assembly 1 and the assembly, in turn, is connected to an internal
combustion engine 21 with a check valve 23 and a secondary air
manifold pipe 24 positioned in the line between the valve assembly
and the engine. When the valve 6 is in the position indicated in
FIG. 1 the secondary air passes through the on-off valve 1' to the
outlet port 4 and then into the exhaust ports of the cylinders in
the engine 21. Engine cooling water 25 is used for heating the
riser of the intake pipe and a water temperature detector 26 is
arranged to sense the warmedup condition of the engine as
represented by the engine cooling water. Mounted on the engine is a
carburetor 27 to which a fast idle cam behavior detector 28 is
attached for monitoring the action of the fast idle cam. The
details of the detector 28 are shown in FIGS. 4 and 5. Further, a
vehicle (engine) speed indicator 29 is shown connected to an
electronic control member 30 which controls a magnetic valve 31 for
regulating the flow of manifold negative pressure to the valve
assembly 1. An outlet 32 for the negative pressure is connected to
the engine intake manifold pipe. In addition to the vehicle speed
indicator 29, the cam behavior detector 28 and the water
temperature detector 26 are connected to the electronic control
member 30 for relaying signals which indicate certain operating
characteristics of the engine.
In FIGS. 4 and 5 the modes of operation of the switch for detecting
the fast idle cam behavior in the carburetor 27 is shown. A choke
valve 33 is located within the carburetor. Connected to the choke
valve 33 is a choke bimetal member 34 which is connected to a link
35' and moves the link in response to the movement of the choke
valve. Further, a lever 35 is interlocked with the choke valve 33
and is coupled to a link 36. At the opposite end of the link 36
from the lever 35 an insulator 37 is positioned for connecting the
link to the fast idle cam 38. A lead wire 39 is connected to and
extends from the cam. The cam 38 is pivotally mounted on the
carburetor 27 by means of an insulating bearing 40 which insulates
the cam from the carburetor. Positioned within the carburetor and
spaced from the choke valve 33 is a throttle valve 41 to which a
lever 42 is connected. In the pivoted position of the cam, shown in
FIG. 4, the cam is in engagement with the lever 42.
The air by-pass valve assembly 1 operates in the following
manner:
Signals are transmitted from the cooling water temperature detector
26, the fast idle cam behavior detector 28 and the vehicle speed
detector 29 to the electronic control member 30 and if the signal
indicates that certain predetermined operating conditions of the
engine are not met, the line connecting the manifold negative
pressure outlet 32 to the inlet connection 14 is closed and, as a
result, the negative pressure chamber 15 is in communication with
the atmosphere. With atmospheric pressure acting on both sides of
the diaphragm 16, that is in the negative pressure chamber 15 and
in the lower compartment A.sub.1 the spring 18 biases the diaphragm
downwardly causing the valve to open so that atmospheric pressure
within the lower compartment A.sub.1 is admitted to the air chamber
12 through the opening 17a. At the same time, the manifold negative
pressure from the manifold pipe 32 is introduced into the negative
pressure chamber 8 through the port 2 and, since the metering
orifice 10 is small in size, a difference in pressure exists
between the air chamber 12 and the negative pressure chamber 8 so
that the diaphragm 9 separating the two depresses the spring 13
whereby the valve 6 closes and the valve 7 opens. With valve 6
closed the flow of secondary air to the port 4 is blocked and it
flows instead through the open valve 7 and vent 5 for release into
the atmosphere.
If the cooling water detector 26, the fast idle cam behavior
detector 28 and the vehicle speed detector 29 all signal that the
characteristics being monitored fall within certain preset
conditions, the negative pressure circuit through the valve 31 is
opened and manifold negative pressure is directed through the inlet
connection 14 into the negative pressure chamber 15. As an example
of the engine operating conditions checked, a signal is transmitted
from the member 30 to the valve 31 for maintaining the valve open
if the vehicle speed is less than a predetermined speed, the
cooling water temperature is within the predetermined temperature
range (no secondary air is supplied when the water temperature is
lower than the lower limit of the temperature range or higher than
the upper limit) and also if the fast idle cam 38 is not in contact
with the lever 42 which is interlocked with the throttle valve 41,
not the arrangement in FIG. 5. With the manifold negative pressure
acting within the chamber 15, the atmospheric pressure within the
lower compartment A.sub.1 overcomes the biasing action of the
spring 18 and moves the diaphragm 16 upwardly so that the valve 17
closes the opening 17a. Consequently, the manifold negative
pressure introduced into the negative pressure chamber 8 through
the port 2 gradually enters into the chamber 12 until the pressure
on both sides of the diaphragm 9 is equalized at which point the
force of the spring 13 moves the diaphragm upwardly and the valves
6 and 7 connected to it move in the upward direction into the
position indicated in FIG. 1. With the valve 7 in its closed
position and the valve 6 in the open position the secondary air
flowing through the inlet port 3 is guided to the outlet port 4 and
then through the check valve 23 and the air manifold pipe 24 into
the exhaust ports of the cylinders in the internal combustion
engine.
Conventionally, in automobile exhaust gas purifying devices in
which secondary air is fed into the exhaust system to effect an
oxidation reaction, when the air-fuel mixture becomes too rich due
to the choke operation at cold start-up or when percolation occurs
in a hot or overheated engine, an enriched mixture is produced.
With the enriched mixture the reaction taking place within the
exhaust system would cause an abnormal rise in the exhaust
temperature and could well cause the floor mat to catch fire or the
parts adjacent the exhaust system to be disadvantageously affected
due to the overheating. In the present invention, however, by means
of the by-pass valve assembly it is possible to avoid any abnormal
rise in the exhaust temperature during deceleration and thereby
eliminating the danger that the floor mat might burn or that the
parts adjacent the exhaust system might be damaged. Further, even
during high speed operation of the engine, any sharp increase in
the temperature in the exhaust system can be prevented by timely
releasing the secondary air into the atmosphere.
While a specific embodiment of the invention has been shown and
described in detail to illustrate the application of the inventive
principles, it will be understood that the invention may be
embodied otherwise without departing from such principles.
* * * * *