U.S. patent number 3,851,633 [Application Number 05/301,652] was granted by the patent office on 1974-12-03 for fuel system for an internal combustion engine.
This patent grant is currently assigned to General Motors Corporation. Invention is credited to Kelvin Shih.
United States Patent |
3,851,633 |
Shih |
December 3, 1974 |
FUEL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE
Abstract
A fuel supply system for an internal combustion engine having a
vapor carburetor wherein liquid fuel is vaporized in a fuel
vaporizing chamber to supply fuel vapor to the engine with a
portion of the lighter end of the fuel thus vaporized being stored
in a holding fuel vaporizing chamber for a fuel system of an
internal combustion engine used in starting the engine.
Inventors: |
Shih; Kelvin (Detroit, MI) |
Assignee: |
General Motors Corporation
(Detroit, MI)
|
Family
ID: |
23164281 |
Appl.
No.: |
05/301,652 |
Filed: |
October 27, 1972 |
Current U.S.
Class: |
123/575;
123/179.16; 123/576; 123/581; 123/578 |
Current CPC
Class: |
F02M
1/165 (20130101); F02M 31/18 (20130101); Y02T
10/126 (20130101); Y02T 10/12 (20130101) |
Current International
Class: |
F02M
1/00 (20060101); F02M 31/18 (20060101); F02M
1/16 (20060101); F02M 31/02 (20060101); F02d
019/06 (); F02b 043/04 () |
Field of
Search: |
;123/3,133,179G,122E,122F,18E,18EH,34R,34A,35,127 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Rutledge, Jr.; W.
Attorney, Agent or Firm: Krein; Arthur N.
Claims
What is claimed is:
1. A fuel supply system for an internal combuation engine having an
air induction passage provided with a venturi, a fuel reservoir for
liquid fuel, a first fuel vaporizing chamber having a first heat
source associated therewith, pump means connected to said fuel
reservoir and to said first fuel vaporizing chamber for supplying
fuel from said fuel reservoir to said first fuel vaporizing
chamber, a second fuel vaporizing and storage chamber for light end
fuel having a second heat source associated therewith, a vapor
separator and valve controlled conduit means connecting said second
fuel vaporizing chamber to said first fuel vaporizing chamber
whereby only the light end fuel portion of the fuel vapor generated
in said first fuel vaporizing chamber flows to said second fuel
vaporizing and storage chamber and, valve controlled conduit means
selectively connecting said first fuel vaporizing chamber and said
second fuel vaporizing chamber to said venturi.
2. A fuel supply system according to claim 1 wherein said vapor
separator and valve controlled conduit means includes a heat
exchanger conduit connected to said first fuel vaporizing chamber
for the flow of fuel vapors therefrom, a thermostat valve at one
end thereof for controlling the flow of fuel vapor from said first
fuel vaporizing chamber into said heat exchanger conduit and a
one-way check valve at the opposite end of said heat exchanger
conduit to prevent the flow of fuel vapor from said second fuel
vaporizing and storage chamber to said first fuel vaporizing
chamber.
3. A fuel supply system according to claim 2 wherein said first
heat source includes an electrical heating coil connectable through
a first switch to a source of electrical power and wherein said
second heat source includes a second electrical heating coil
connectable through said first switch and an engine operating
temperature sensitive switch to said source of electrical power and
wherein said valve controlled conduit means includes a solenoid
controlled valve connected in parallel with said second electrical
heating coil.
4. A fuel supply system for an internal combustion engine having an
induction passage provided with a venturi, a fuel reservoir for
liquid fuel, a first fuel vaporizing chamber having a first heat
source associated therewith, energizing means connected to said
first heat source for energizing said first heat source during
engine operation, pump means connected to said fuel reservoir and
to said first fuel vaporizing chamber for supplying fuel from said
fuel reservoir to said first fuel vaporizing chamber, a second fuel
vaporizing and storage chamber having a second heat source
associated therewith, said energizing means including means
connected to said second heat source for energizing said second
heat source as a function of an engine operating condition, a vapor
separator and valve controlled conduit means connecting said second
fuel vaporizing chamber with said first fuel vaporizing chamber
whereby fuel vapors flowing therein from said first fuel vaporizing
chamber are separated so that only the light end fuel vapors flow
to said second fuel vaporizing and storage chamber and, valve
controlled conduit means operatively connecting said second fuel
vaporizing chamber to said venturi when said second heat source is
being energized and to connect said first fuel vaporizing chamber
to said venturi when said second heat source is not being
energized.
5. A fuel supply system according to claim 4 wherein said vapor
separator and valve controlled conduit means includes a heat
exchanger conduit connected to said first fuel vaporizing chamber
for the flow of fuel vapors therefrom, a thermostat valve at one
end thereof for controlling the flow of fuel vapor from said first
fuel vaporizing chamber into said heat exchanger conduit and a
one-way check valve at the opposite end of said heat exchanger
conduit to prevent the flow of fuel vapor from said second fuel
vaporizing and storage chamber to said first fuel vaporizing
chamber.
6. A fuel supply system according to claim 4 wherein said first
heat source is a first electrical heating coil and said second heat
source is a second electrical heating coil and wherein said
energizing means includes a source of electrical power connectable
through a first switch to said first electrical heating coil and to
said second electrical heating coil and an engine operating
temperature sensitive switch interposed between said first switch
and said second electrical heating coil, and wherein said valve
controlled conduit means includes a solenoid controlled valve
connected in parallel with said second electrical heating coil.
Description
This invention relates to a fuel system for internal combustion
engines and, in particular, to a fuel system for supplying dual
fuel vapors to an automotive vehicle engine.
It is well known to use a fuel vapor mixed with air by means of a
vapor carburetor, such as a conventional liquid petroleum gas (LP
gas) carburetor to effect operation of an internal combustion
engine. If the fuel used is a liquid fuel, such as gasoline, means
are provided to heat the liquid fuel to generate the necessary fuel
vapors for engine operation before the fuel is injected into the
induction passage of the engine. With gasoline, both light end and
heavy end fuel vapors are generated since gasoline vaporizes within
the approximate range of 95.degree.F to 450.degree.F because of the
wide variation in components making up gasoline, such as Pentane,
Hexane, Heptane, Octane, Nonane, Decane and Hendecane.
However, in these prior art systems in which gasoline is used as
the fuel, electrical heat elements must normally be used when
starting the vehicle engine to vaporize the liquid gasoline in a
suitable fuel vaporizing chamber which has been supplied with
gasoline from a fuel reservoir. The vehicle's electrical power is
normally used to vaporize the liquid fuel, both light and heavy end
fuel vapors being generated for delivery to the engine induction
system to effect engine starting and subsequent engine operation.
Since the raw liquid gasoline is being vaporized, considerable
electrical energy is used to effect this vaporization during engine
starting.
It is therefore the principal object of this invention to provide a
fuel system for an internal combustion engine in which liquid fuel
is partially distilled to provide a dual fuel supply of vapors for
engine starting and operation.
Another object of this invention is to provide a fuel system for an
internal combustion engine wherein the more volatile fuel vapors
are stored and then used during engine starting and initial
operation of the engine until less volatile fuel vapors are
generated for use in subsequent engine operation.
These and other objects of the invention are attained by means of a
fuel supply system for an internal combustion engine wherein liquid
fuel is vaporized in a first fuel vaporizing chamber to supply fuel
vapor to the engine during engine operation with the light end of
the fuel vapors thus generated being stored in a second fuel
vaporizing chamber for use during initial engine starting.
For a better understanding of the invention, as well as other
objects and further features thereof, reference is had to the
following detailed description of the invention to be read in
connection with the accompanying drawings, wherein:
FIG. 1 is a schematic illustration of a fuel system for an internal
combustion engine in accordance with the invention and,
FIG. 2 is a schematic electrical wiring diagram of the fuel system
of FIG. 1.
Referring now to FIG. 1, a conventional internal combustion engine
10 includes an intake manifold 12 and an exhaust manifold 14, with
a conventional vapor carburetor 16 mounted over the inlet of the
intake manifold. The vapor carburetor 16 is provided with an
induction passage including a venturi 18, flow through which is
controlled by a throttle valve 20, air being supplied through an
air cleaner 22 mounted on top of the vapor carburetor.
The fuel system for the internal combustion engine 10, in
accordance with the invention, includes a fuel reservoir or tank 24
with a fuel pump 26 supplying liquid fuel, such as gasoline,
therefrom via a conduit 28 to a vaporizing chamber 30. As shown,
the pump delivers liquid fuel to the vaporizing chamber 30 which
contains a float controlled valve 32 so as to maintain a constant
level of fuel available for vaporizing within the vaporizing
chamber 30. As is common practice, a pressure valve controlled fuel
bypass 34 is provided around pump 26.
Liquid fuel entering the vaporizing chamber 30 is vaporized by a
heat source, such as electrical heating coil 36, suitably mounted
in heat transfer relationship to the fuel within the vaporizing
chamber and may also include additional heating means receiving
heat as an incident to engine operation, such as, for example, a
conduit 37 receiving hot exhaust gases from the exhaust manifold 14
and also being positioned to be in heat transfer relationship to
the vaporizing chamber 30.
Fuel vapors generated within the vaporizing chamber 30 are
delivered via a conduit 38, a solenoid controlled valve 40 and
conduit 42 to the vapor carburetor 16 for induction into the
combustion chambers, not shown, of the internal combustion engine
10.
The solenoid controlled valve 40 is provided with a rotatable valve
element 40a, normally positioned as shown in FIG. 1 when
de-energized, to place conduit 38 in fluid communication with
conduit 42 but which, when energized, will rotate clockwise to
block the flow from conduit 38.
In addition, part of the vapors generated within the vaporizing
chamber 30 are supplied to a fuel vaporizing and holding chamber 44
through a vapor separator, generally designated 46. The vapor
separator 46 includes a finned condenser conduit 48 and conduit 50
joined together, with the latter having a one-way check valve 52
therein so that fuel vapors can flow from the vaporizing chamber 30
to the chamber 44 but reverse flow of fuel vapors is prevented.
The flow of fuel vapors from the vaporizing chamber 30 through the
discharge port 54 therein into the finned condenser conduit 48 is
controlled by a suitable thermostat valve, such as bimetallic valve
56, which at low temperature uncovers the port 54 but at a
predetermined temperature covers this port. Bimetallic valve 56 is
used to block the flow of fuel vapors into vapor separator 46 at a
predetermined elevated temperature, depending on the cooling
capability of the finned condenser conduit 48. Otherwise, if heavy
end fuel vapors above this predetermined temperature were permitted
to enter the vapor separator 46, they would not condense in the
finned condenser conduit 48 for return to the vaporizing chamber 30
as a liquid but instead would enter the chamber 44 to condense
therein and mix with the more volatile fuel stored in chamber
44.
As fuel vapors are generated in the vaporizing chamber 30, with the
bimetallic valve 56 open, the vapors will travel upward through the
finned condenser conduit 48 toward chamber 44. Since the
temperature at the top of this condenser conduit 48 will be lower
because of heat loss, as compared to the bottom portion of this
condenser conduit directly adjacent to the vaporizing chamber 30,
the heavy end fuel vapors of the gasoline will condense along the
walls of this conduit and this liquid gas will then flow back into
the vaporizing chamber 30. Only the light end fuel vapors will
continue to travel through the vapor separator into the fuel
vaporizing and holding chamber 44. Since the fuel vaporizing and
holding chamber 44 is provided with suitable fins 44a on the
exterior thereof for heat dissipation, these light end fuel vapors
will also condense in the chamber 44.
Liquid fuel, consisting only of the light ends of the gasoline,
thus stored within the chamber 44 are then vaporized, when desired,
by a heat source, such as electrical heating coil 58 suitably
mounted in heat transfer relationship to the fuel within the fuel
vaporizing and holding chamber 44.
Fuel vapors generated within the fuel vaporizing and holding
chamber 44 are delivered via a conduit 60 and the previously
described solenoid controlled valve 40 and conduit 42 to the vapor
carburetor 16 during engine starting in a manner to be
described.
As seen in FIG. 2, the heating coils 36 and 58 are connectable to a
source of electrical power, such as the vehicle battery 62, through
the ignition switch 64, the heating coil 58 also being connected
through a normally closed thermostatic control switch 66 positioned
in thermal contact with, for example, a catalytic converter (not
shown), or as shown to the engine exhaust manifold 14. In addition,
the solenoid controlled valve 40 is connected in parallel with the
heating coil 58.
With light end fuel of high volatility stored in the vaporizing and
holding chamber 44 and with a cold engine so that the switch 66 is
in its normally closed position, as the ignition switch 64 is
closed to start the engine, the heating coils 36 and 58 and the
solenoid controlled valve 40 are energized. As the solenoid
controlled valve 40 is energized, the valve element 40a thereof is
rotated in a clockwise direction from the position shown in FIG. 1
to place the conduit 60 in communication with conduit 42. Heat from
the heating coil 58 will vaporize the light end fuel in chamber 44
in a few seconds and the thus generated vapors will then flow
through conduit 60, valve 40 and conduit 42 to the vapor carburetor
16 for induction into the combustion chambers of the engine. With
this arrangement, both the starting and initial operation of the
engine are effected by the use of only the more volatile components
of the original gasoline stored in the fuel tank, that is, the
light end components of the gasoline. This permits the engine to be
started with a leaner air-fuel mixture than is normal using regular
gasoline and, the resulting combustion of this fuel is much cleaner
during initial engine operation. Depending on the size of the
engine, sufficient fuel is stored in the chamber 44 to permit
engine operation for a predetermined period of time so as to allow
the engine to reach a normal operating temperature.
When the temperature of the engine, as determined at the exhaust
manifold 14, for example, reaches a predetermined temperature as
sensed by the thermostatic control switch 66, the contact of this
switch will open to de-energize the heating coil 58 and the
solenoid controlled valve 40. As the solenoid controlled valve 40
is de-energized, the valve element 40a will then rotate
counterclockwise back to the position shown in FIG. 1 to place
conduit 38 in fluid communication with the conduit 42 so that fuel
vapors generated within the vaporizing chamber 30 are then used for
further operation of the engine. During subsequent engine
operation, the vaporizing and holding chamber 44 will then start to
recharge until it is once again full of the low end fuel components
of the gasoline being vaporized in the vaporizing chamber 30 in the
manner previously described.
Although in the embodiment disclosed a thermostatic control switch
66 is used to determine when the engine operation should be
switched from the fuel in chamber 44 to the fuel supply from the
vaporizing chamber 30, it is to be realized that in lieu of this
thermostatic control switch 66, a suitable timer, such as a thermal
timer, not shown, can be used to effect de-energizing of the
heating coil 58 and the solenoid controlled valve 40 a
predetermined time interval after engine start-up.
It is also to be realized that the fuel tank 24, vaporizing chamber
30 and the vaporizing and holding chamber 44 can also be connected
in a suitable manner to an evaporztive loss control device of the
type disclosed, for example, in U.S. Pat. No. 3,093,124 issued on
June 11, 1963 to Joseph T. Wentworth which device would also serve
as a venting device for the subject fuel system. However, such an
evaporative loss control device is not shown since it forms no part
of the subject invention.
* * * * *