U.S. patent number 3,868,934 [Application Number 05/343,555] was granted by the patent office on 1975-03-04 for exhaust gas recirculation.
This patent grant is currently assigned to General Motors Corporation. Invention is credited to Stanley H. Mick.
United States Patent |
3,868,934 |
Mick |
March 4, 1975 |
EXHAUST GAS RECIRCULATION
Abstract
In an internal combustion engine equipped with an air valve
carburetor, exhaust gases are recirculated through a vacuum
operated valve to a port in the carburetor mixture conduit disposed
adjacent and traversed by the upstream edge of the air valve. A
tube mounted in the carburetor throttle body and air horn castings
is utilized to recirculate the exhaust gas to minimize heat
transfer to the carburetor.
Inventors: |
Mick; Stanley H. (Mt. Clemens,
MI) |
Assignee: |
General Motors Corporation
(Detroit, MI)
|
Family
ID: |
23346591 |
Appl.
No.: |
05/343,555 |
Filed: |
March 21, 1973 |
Current U.S.
Class: |
123/568.17;
261/50.2 |
Current CPC
Class: |
F02M
26/60 (20160201); F02M 17/09 (20130101); F02M
26/21 (20160201); F02M 26/55 (20160201); F02M
26/41 (20160201); F02M 2026/003 (20160201) |
Current International
Class: |
F02M
17/00 (20060101); F02M 25/07 (20060101); F02M
17/09 (20060101); F02m 025/00 () |
Field of
Search: |
;261/5A ;123/119A |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Antonakas; Manuel A.
Attorney, Agent or Firm: Veenstra; C. K.
Claims
The embodiments of the invention in which an exclusive property or
privilege is claimed are defined as follows:
1. An internal combustion engine comprising an induction passage
for air flow to the engine, an air valve disposed in said induction
passage and rotatable between closed and open positions, means
controlling said air valve to maintain a substantially constant
pressure in a region of said induction passage downstream from said
air valve, an exhaust passage for exhaust gas flow from the engine,
and an exhaust gas recirculation passage extending from said
exhaust passage to a port disposed in said induction passage
adjacent the upstream edge of said air valve when said air valve is
in said closed position and traversed by the upstream edge of said
air valve as said air valve is rotated from said closed position to
said open position whereby when said air valve is in said open
position exhaust gases are recirculated into a region of
substantially constant pressure in said induction passage to
thereby provide recirculation of exhaust gases at a rate
proportional to the rate of air flow, and whereby the proportion of
exhaust gas flow to air flow may be increased from a minimum when
said air valve is in said closed position to a selected value as
the upstream edge of said air valve traverses said port.
2. The engine of claim 1 which further comprises a throttle
disposed in said induction passage downstream of said air valve and
rotatable between closed and wide open positions for controlling
air flow therethrough, valve means disposed in said recirculation
passage for preventing the flow of exhaust gases therethrough, a
diaphragm connected to said valve member, and means for subjecting
said diaphragm to the pressure at a port disposed in said induction
passage adjacent the upstream edge of said throttle when said
throttle is in said closed position and traversed by the upstream
edge of said throttle as said throttle is rotated from said closed
position, whereby said diaphragm may position said valve member to
prevent the flow of exhaust gases through said recirculation
passage when said throttle is in said closed and wide open
positions and to permit the flow of exhaust gases through said
recirculation passage when said throttle is intermediate said
closed and wide open positions.
Description
This invention relates to the recirculation of exhaust gases, from
exhaust system to induction system in an internal combustion
engine.
It has been recognized in recent years that recirculation of
exhaust gases is an effective method of reducing formation and
emission of oxides of nitrogen in internal combustion engines. In
practice, it is desired to control the rate of flow of exhaust
gases into the induction system in proportion to the rate of flow
of combustion air through the induction system.
Several recent proposals for controlling exhaust gas recirculation
have made use of the fact that exhaust gases flow into a region of
constant pressure at a rate generally proportional to the rate of
combustion air flow to the engine. Thus systems have been proposed
for recirculating exhaust gases to a carburetor air cleaner, to a
carburetor mixture conduit between the venturi and the throttle,
and to a constant pressure region created in a recirculation
passage extending directly from an exhaust passage to the intake
manifold below the carburetor throttle.
The exhaust gas recirculation system shown herein also delivers
exhaust gases to a constant pressure region in the engine induction
system to thereby provide recirculation at a rate proportional to
the induction air flow rate. However, this system differs from
prior systems by delivering exhaust gases to the constant pressure
region created in an air valve carburetor downstream of the air
valve.
An important feature of this system is the use of a discharge port,
opening from the exhaust gas recirculation passage into the
carburetor mixture conduit or induction passage, which is traversed
by the edge of the air valve during opening movement of the air
valve. This permits the proportion of exhaust gas flow to air flow
to be minimized when the air valve is closed and increased to a
selected value as the air valve opens.
Another feature shown herein, which also may have utility in other
carburetors, is an exhaust gas recirculation tube separate from the
carburetor castings. It generally is contemplated that exhaust gas
recirculation passages will be cast integrally in the manifold
structure. The exhaust gases thus may be brought to the carburetor
without piping external to the main engine structure. The exhaust
gas recirculation tube receives exhaust gases in the throttle body
casting at the base of the carburetor, bypasses the fuel bowl
casting, and delivers the exhaust gases to the air horn casting for
discharge adjacent the edge of the air valve. This construction
avoids undue heat transfer from the exhaust gases to the fuel in
the carburetor. In addition, the tube is mounted during carburetor
assembly and is completely incorporated therein.
The details as well as other objects and advantages of this
invention are set forth in the remainder of the specification and
are shown in the drawings in which:
FIG. 1 is a sectional elevational view of the carburetor showing
the basic metering linkage;
FIGS. 2 and 3 are enlarged views of the metering rod showing the
configuration of the tapered portions; and
FIG. 4 is a side elevational view of the carburetor, manifold, and
exhaust gas recirculation system with parts broken away to
illustrate details of construction.
Referring first to FIG. 1, the carburetor 10 has a mixture conduit
or induction passage 12 including an air inlet 14 and a mixture
outlet 16 which discharges to the engine. A throttle 18 is disposed
in mixture outlet 16 in the usual manner on a throttle shaft
20.
An air valve 22 is disposed in air inlet 14 on an air valve shaft
24. A spring 26 is hooked over the downstream edge 28 of air valve
22 and extends to a bracket 30 to bias air valve 22 to the position
shown.
A tang 32 reaches upwardly from air valve 22 and is connected by a
link 34 to a diaphragm 36. A chamber 38, formed between the right
side of diaphragm 36 and a cover member 40, is connected by a tube
42 to a region 44 of mixture conduit 12 defined between air valve
22 and throttle 18.
A chamber 46, defined between the left side of diaphragm 36 and a
cover member 48, is subjected to substantially atmospheric
pressure, present in air inlet 14 and in the air cleaner (not
shown), through openings such as 50, 52 and 54. (The air cleaner
seats on a rim 56 disposed about the upper portion of carburetor
10).
In operation, chamber 38 is subjected to the subatmospheric
pressure created in region 44 as throttle 18 is opened, and
diaphragm 36 acts through link 34 to pull air valve 22 clockwise to
an open position. Spring 26 is effective to balance the opening
force of diaphragm 36, thereby creating a substantially constant
subatmospheric pressure in region 44. By thus establishing a
generally constant pressure drop across air valve 22, the area
about air valve 22 and thus the rotative position of air valve 22
is determined by and is a measure of the rate of air flow through
mixture conduit 12.
A tab 58 extends upwardly from air valve 22 and is connected
through a link 60 to one end 62 of a lever 64. The opposite end 66
of lever 64 is pivoted about a pin 68. Intermediate ends 62 and 66,
a hanger 70 extends from lever 64 into the carburetor fuel bowl 72.
The lower end 74 of hanger 70 has a hook 76 which is received in a
recess 78 formed in a metering rod 80.
It may be noted that hanger 70 extends through an opening 82 in the
cover 84 for fuel bowl 72. Opening 82 is closed by a slider 86
which shifts horizontally during movement of hanger 70.
Metering rod 80 is disposed in a fuel passage 88 having its lower
end 90 disposed to receive fuel from a well 92 formed in the bottom
of fuel bowl 72. The upper end 94 of fuel passage 88 has an opening
96 through which fuel is discharged into region 44 of mixture
conduit 12. It wil be appreciated, therefore, that the fuel bowl 72
is subjected to a substantially constant metering head -- from the
substantially atmospheric pressure in the upper portion of the fuel
bowl to the generally constant pressure in region 44.
A metering jet or orifice 98 is disposed in fuel passage 88 around
the tip 99 of metering rod 80. As best shown in FIGS. 2 and 3,
metering rod 80 has flat tapered surfaces 100 on opposite sides
which, upon reciprocation of metering rod 80 is jet 98, varies the
area available for fuel flow through jet 98.
In operation, as air valve 22 opens by clockwise rotation, link 60
rotates lever 64 in a clockwise direction. Lever 64 then lifts
hanger 70 to move metering rod 80 generally upwardly and righwardly
in fuel passage 88. Thus as air valve 22 is opened to increase the
area available for air flow through air inlet 14, metering rod 80
is shifted to increase the area available for fuel flow through
metering orifice 98. By this means, a substantially constant
air-fuel ratio may be maintained -- the precise proportion being
controlled by the geometry of tapered surfaces 100 and of the
linkage between air valve 22 and metering rod 80.
A spring 102 extends from an annular ledge 104 formed in fuel
passage 88 to the lower end 106 of metering rod 80 to take up any
slack in the linkage and to load metering rod 80 against jet
98.
It may be noted from FIG. 3 that the thickness of metering rod 80
increases from the end of surfaces 100 most closely adjacent
passage inlet 90 to tip 99. Tip 99 is therefore enlarged and
assists in discharging fuel from fuel passage 88 as air valve 22
and metering rod 80 are moved to increase air and fuel flow. This
offsets the greater inertia of the fuel which otherwise could
create a mixture temporarily leaner than desired.
Referring now to FIG. 4, it may be noted that carburetor 10
includes a throttle body casting 111, a fuel bowl casting 113
separated from throttle body 111 by a thick gasket 115, and an air
horn casting 117 separated from fuel bowl casting 113 by a gasket
119. Carburetor 10 is mounted on an intake manifold 121 which has a
riser bore 123 in registration with mixture outlet 16 and a
plurality of passages 125 extending to the engine combustion
chambers.
An exhaust heat passage 127 is incorporated in manifold 121 below
riser bore 123 and receives a portion of the exhaust gases
discharged from the engine combustion chambers.
An exhaust gas recirculation pasage 129, 131 extends through the
manifold casting from exhaust heat passage 127 to a control valve
assembly 133 and from control valve assembly 133 to carburetor
throttle body 111. The lower end of an exhaust gas recirculation
tube 135 is received in a bore 137 in throttle body 111 and
registers with recirculation passage 131. The upper end of the tube
135 is received in a bore 139 in air horn 117 and registers with a
passage 141 formed in air horn 117. Passage 141 extends to a port
143 disposed in air inlet 14 just above the upstream edge 145 of
air valve 22.
Control valve assembly 133 comprises a valve body 147 having an
inlet 149 in registration with recirculation passage 129 and an
outlet 151 in registration with recirculation passage 131. A valve
pintle 153 controls flow through inlet 149 and is connected by a
stem 155 to a diaphragm 157. The chamber 159 enclosed above
diaphragm 157 is subjected through a tube 161 to the pressure at a
port 163 disposed in mixture conduit 12 just above the upstream
edge 165 of throttle 18. The lower side of diaphragm 157 is exposed
to atmospheric pressure.
In operation, a throttle 18 is opened, its upstream edge 165
traverses port 163, and chamber 159 is subjected to the manifold
vacuum downstream of throttle 18. Diaphragm 157 then overcomes
spring 167 and displaces pintle 153 from inlet 149 to permit
recirculation of exhaust gases from exhaust heat passage 127
through recirculation passage 129, valve body 127, recirculation
passage 131, tube 135, passage 141, and port 143 to mixture conduit
12. Until the upstream edge 145 of air valve 22 reaches port 143,
the exhaust gases are recirculated into the substantially
atmospheric pressure in air inlet 14 in proportion to engine
induction air flow.
As air valve 22 opens in response to increased air flow, upstream
edge 145 traverses port 143 to subject port 143 to the
substantially constant subatmospheric pressure in region 44. This
reduction in pressure at port 143 increases the proportion of
exhaust gas flow to air flow.
The location of port 163 with respect to throttle 18 will determine
the cut-in point for actuating valve assembly 133 to initiate
recirculation of exhaust gases, and the location of port 143 with
respect to air valve 22 will determine the point at which the
proportion of exhaust gas flow to air flow is increased.
It will be appreciated that while valve assembly 133 is described
here as an on-off control, port 163 may be contoured and valve
assembly 133 designed to provide an exhaust gas metering
function.
It also will be appreciated that the configuration of port 143 will
determine the rate of transition from the minimum proportion of
exhaust gas flow when air valve 22 is closed to the selected
proportion of exhaust gas flow when air valve 22 is open.
Tube 135 serves an important function in minimizing heat transfer
to the fuel within fuel bowl 72. If exhaust gases were recirculated
through passages cast in throttle body 111, fuel bowl section 113,
and air horn 117, heat conduction to the fuel in fuel bowl 72 would
be substantial. By recirculating exhaust gases through the separate
tube 135, connected only at the ends to throttle body 111 and air
horn 117 and completely bypassing fuel bowl section 113, such heat
conduction is minimized.
* * * * *