U.S. patent number 3,915,134 [Application Number 05/447,573] was granted by the patent office on 1975-10-28 for exhaust gas recirculation system for internal combustion engines.
This patent grant is currently assigned to Dana Corporation. Invention is credited to Larry O. Gray, Richard N. Young.
United States Patent |
3,915,134 |
Young , et al. |
October 28, 1975 |
Exhaust gas recirculation system for internal combustion
engines
Abstract
Apparatus for electronically controlling exhaust gas
recirculation in an internal combustion diesel engine to reduce
nitrogen oxide emissions. An exhaust gas recirculation control
valve is driven by a feedback circuit which compares the valve
position with the engine load. A maximum amount of exhaust gas is
recirculated under a no-load condition. As the load increases to
100%, the amount of recirculated exhaust gas is decreased down to
zero percent. The amount of recirculated exhaust gas also may be
affected by the engine speed to minimize smoke in the engine
exhaust.
Inventors: |
Young; Richard N. (Richmond,
IN), Gray; Larry O. (Greens Fork, IN) |
Assignee: |
Dana Corporation (Toledo,
OH)
|
Family
ID: |
23776876 |
Appl.
No.: |
05/447,573 |
Filed: |
March 4, 1974 |
Current U.S.
Class: |
123/568.24 |
Current CPC
Class: |
F02D
41/0077 (20130101); F02B 3/06 (20130101); Y02T
10/40 (20130101); F02D 41/005 (20130101); F02B
1/04 (20130101) |
Current International
Class: |
F02D
21/00 (20060101); F02D 21/08 (20060101); F02B
1/00 (20060101); F02B 1/04 (20060101); F02B
3/06 (20060101); F02B 3/00 (20060101); F02M
025/06 () |
Field of
Search: |
;123/119A |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Burns; Wendell E.
Assistant Examiner: Reynolds; David D.
Attorney, Agent or Firm: Todd, Jr.; Oliver E.
Claims
What we claim is:
1. For an internal combustion engine having an air intake and an
exhaust, an exhaust gas emission control system comprising, in
combination, valve means for selectively recirculating a portion of
the exhaust gas to the air intake, said valve means moving between
a first position wherein a predetermined maximum amount of the
exhaust gas is recirculated and a second position wherein a
predetermined minimum amount of the exhaust gas is recirculated,
means for generating an electric signal indicative of a load on the
engine, and electrical means positioning said valve means at
predetermined intermediate positions between said first and second
positions in response to such signal for reducing the oxides of
nitrogen present in the engine exhaust gas.
2. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 1, wherein said valve
positioning means includes electrical control means for moving said
valve means to said first position when the load on the engine is
less than a predetermined value and for moving said valve means
progressively towards said second position as the load
progressively increases above such predetermined value.
3. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 2, and further including
means for moving said valve means to said first position when the
engine is running at less than a predetermined minimum speed.
4. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 3, and including means
responsive to such electric signal and to the engine speed for
moving said valve means to said second position when the load on
the engine is less than a predetermined value and simultaneously
the engine exceeds a predetermined speed.
5. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 4, and further including
means responsive to the speed of the engine for modifying said
predetermined maximum amount of exhaust gas recirculated when said
valve means is in said first position.
6. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 1, including means for
generating an electric signal indicative of the position of said
valve means, and wherein said valve positioning means includes an
electric motor connected to drive said valve means, means for
comparing said engine load signal and said valve position signal
and means responsive to such comparison for controlling said valve
drive motor.
7. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 6, wherein said valve
positioning means further includes means responsive to said engine
load signal for generating a third signal when the load on the
engine is less than a predetermined minimum, and means for causing
said valve drive motor to move said valve means to said first
position in response to said third signal.
8. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 6, and further including
means for generating an electric signal when the engine is running
at less than a predetermined minimum speed, and means for causing
said valve drive motor to move said valve means to said first
position in response to said minimum speed signal.
9. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 6, and further including
means for generating an electric signal when the load on the engine
is less than a predetermined minimum, means for generating an
electric signal when the engine speed exceeds a predetermined
maximum, and means responsive to the simultaneous occurrence of
said minimum load signal and said maximum speed signal for causing
said valve drive motor to move said valve means to said second
position.
10. An exhaust gas emission control system for an internal
combustion engine, as set forth in claim 6, and further including
means for generating a third electric signal when the engine
exceeds a predetermined speed, and means responsive to said third
signal for increasing said predetermined maximum amount of exhaust
gas recirculated when said valve means is in said first position.
Description
BACKGROUND OF THE INVENTION
This invention relates to controlling exhaust gas emissions from
internal combustion diesel engines and in particular to controlling
the emission of oxides of nitrogen in such exhaust gas. The
worldwide population increase and the uncontrolled increased use of
mechanization in everyday living has caused increased concern about
the environment. Governments have only recently been regulating to
protect the environment from pollutants such as those produced by
internal combustion engines. The exhaust from internal combustion
engines consists of various constituents including fully oxidized
products of combustion such as carbon dioxide and water plus
undesirable pollutants such as partially oxidized, cracked and
other hydrocarbons, carbon monoxide, oxides of nitrogen and traces
of miscellaneous other pollutants. The carbon dioxide and water
emissions are unharmful. However, the other exhaust emission
constituents are considered highly undesirable.
It is generally understood that the presence of nitrogen oxides in
engine exhaust is determined by the combustion temperature. An
increase in combustion temperature causes an increase in the amount
of nitrogen oxides present in the engine exhaust. It is therefore
desirable to control the combustion temperature to limit the oxides
of nitrogen present in the exhaust of an internal combustion
engine. One method suggested in the prior art for limiting or
controlling the combustion temperature has been to recirculate a
portion of the exhaust gas back to the engine air intake. Since the
exhaust gas is low in oxygen, this will result in a richer
combustion mixture which will burn at a lower temperature. The
lower combustion temperature will, in turn, reduce the amounts of
nitrogen oxides produced during combustion.
The operating conditions which result in the highest combustion
temperatures depend upon the type of internal combustion engine. In
a spark-ignited gasoline engine, for example, the combustion
temperature will be at a low point during idle. The temperature
will also be at a low point at wide open throttle since engines of
this type will normally have a rich fuel mixture under this
condition. Ideally, there should be no exhaust gas recirculation
while the engine is idling. From an idle, the amount of
recirculated exhaust gas should increase up to a partial load
condition and decrease from such partial load condition to a wide
open throttle. In a diesel engine, on the other hand, a maximum
combustion temperature occurs during a no-load condition at idle.
Therefore, it is desirable to have a maximum amount of exhaust gas
recirculation during idle and to decrease this amount as the load
increases to 100% of the rated load.
Various types of controls for exhaust gas recirculation have been
suggested in the prior art. U.S. Pat. No. 2,456,213 which issued on
Dec. 14, 1948 to Plec, for example, teaches an early type control
system for use with a diesel engine. In this system, the
recirculated exhaust gas flows through two separate series
connected valves. One valve is pneumatically controlled in response
to the intake manifold vacuum and the other valve is mechanically
controlled in response to engine speed. The net result of the two
controls is that the recirculated exhaust gas is controlled in
response to engine load, which is a function of both intake vacuum
and engine speed. In another prior art recirculation control
system, such as is shown in U.S. Pat. No. 3,703,164 which issued on
Feb. 19, 1971 to Weaving, a third valve is provided for each
cylinder for introducing exhaust gas directly into the cylinder. A
mechanical valve is provided in series between the engine exhaust
and all of the valves which introduce the exhaust gas into the
cylinders to control the amount of exhaust gas recirculated.
Various systems have also been adapted to spark-ignited internal
combustion engines. However, each of the prior art recirculation
systems has incorporated a mechanical control operating from
devices such as cams, centrifugal speed sensors, pneumatic vacuum
or pressure sensors, and the like. Although prior art systems
reduce the nitrogen oxide components in engine exhaust gas, they
generally will not produce an accurate control resulting in a
minimum amount of nitrogen oxide under all operating conditions and
all use mechanical controls which can be unreliable.
SUMMARY OF THE INVENTION
According to the present invention, an electronic control is
provided for exhaust gas recirculation in internal combustion
engines. The control is particularly suitable for meeting the
various requirements of a diesel engine to reduce nitrogen oxide
emissions. The control includes a sensor which measures the load on
the engine. The engine load signal is used as a primary control
over the position of an exhaust gas recirculation valve.
Preferably, a feedback circuit is provided for sensing the position
of the exhaust gas recirculation valve. The valve position is
compared with the engine load for generating a signal which
operates a valve drive motor. The control circuit is also provided
with means for maintaining the recirculation valve wide open or in
a maximum recirculation condition whenever the load is at a minimum
or the engine is idling.
The control may also be modified to further increase its efficiency
in reducing nitrogen oxide and other emissions. An engine speed
sensor may be provided for modifying at higher engine speeds the
rate at which the exhaust gas recirculation valve is closed under
increasing load conditions. The speed sensor may further be adapted
to assure that the recirculation valve is closed when a
predetermined maximum engine speed is exceeded and the load on the
engine is simultaneously at a minimum, as when the engine is
coasting at a high speed. Such controls will have the advantage of
not only minimizing the nitrogen oxide emissions, but also
minimizing the amount of smoke produced by the engine which,
although not considered highly harmful, is also undesirable.
Accordingly, it is a preferred object of the invention to provide
an electronic control over exhaust gas recirculation in internal
combustion engines to minimize nitrogen oxide emissions.
A further object of the invention is to provide an improved exhaust
gas recirculation system for diesel engines.
Still another object of the invention is to provide an improved
exhaust gas recirculation control for diesel engines which operates
at maximum efficiency under various conditions of load and engine
speed for reducing nitrogen oxide emissions.
Other objects and advantages of the invention will become apparent
from the following detailed description, with reference being made
to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic block diagram of an internal combustion
engine incorporating an exhaust gas recirculation system
constructed in accordance with the present invention;
FIG. 2 is a detailed schematic block diagram of an exhaust gas
recirculation control constructed in accordance with a first
embodiment of the invention;
FIG. 3 is a graph showing typical signals generated for operating
the drive motor for the exhaust gas recirculation valve;
FIG. 4 is a chart showing typical operating characteristics for a
second embodiment of a control for an exhaust gas recirculation
system according to the present invention; and
FIG. 5 is a detailed schematic block diagram of the second
embodiment of an exhaust gas recirculation control according to the
present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Turning now to the drawings and particularly to FIG. 1, a block
diagram is shown for an exhaust gas recirculation system 10
embodying the principles of the present invention. The system 10 is
shown connected to a conventional diesel engine 11 which, for
example, may be of the type used in trucks, construction machinery
and the like. The diesel engine 11 is provided with an air intake
12 and an exhaust gas outlet 13. The exhaust gas outlet 13 is
connected through a valve 14 to an exhaust pipe 15 which leads to
the atmosphere. The exhaust pipe 15 may include a sound muffling
system (not shown). The valve 14 includes an adjustable flap 16
which diverts a controlled portion of the exhaust gas through a
return pipe 17 to the air intake 12.
One or more sensors 18 are connected to the engine 11 for measuring
at least the engine load and, in a preferred embodiment, also the
engine speed. The output of the sensors 18 is applied to an
electronic controller 19 which drives a motor 20 for positioning
the valve flap 16. A feedback circuit is preferably provided for
assuring a positive operation of the exhaust gas recirculation
system 10. The feedback circuit includes a valve position sensor 21
which applies a signal to the electronic controller 19 which
corresponds to the position of the valve flap 16. The electronic
controller 19 is designed to compare the signal corresponding to
the actual position of the valve flap 16 with a desired position as
determined by the engine load conditions monitored by the sensors
18 and to use a resultant signal for driving the valve drive motor
20. Generally, the electronic controller 19 drives the motor 20 to
position the valve flap 16 for permitting a predetermined maximum
amount of exhaust gas recirculation under a no-load condition and
to linearly decrease the amount of exhaust gas recirculation by
closing the valve flap 16 as the engine load increases until at
100% rated load substantially no exhaust gas is recirculated
through the return pipe 17. The electronic controller 19 is also
provided with means for assuring that the valve flap 16 is at its
maximum open position for recirculating a maximum amount of exhaust
gas whenever either the engine load or the engine speed is less
than a predetermined amount. This will assure that the valve flap
16 will remain open during idle of or minimum load on the
engine.
Referring now to FIG. 2, a schematic block diagram is shown for the
exhaust gas recirculation system 10 with details of connections for
an electronic controller 19 for performing the above-described
functions. As previously indicated, it is necessary to sense the
load on the engine. For a diesel engine, the load may be readily
measured from the position of the rack which controls the amount of
fuel injected into each cylinder. The rack position may be measured
by various conventional manners. For example, a linear voltage
differential transformer may be connected to have a core move by
the rack. However, this arrangement has the disadvantage of placing
a load on the rack which may affect the engine operation,
particularly where the rack position is adjusted by a sensitive
governor. Preferably, the rack position is determined by a
proximity detector or other device which need not be connected
directly to the rack.
As shown in FIG. 2, the load sensor 18 consists of a proximity
probe 25 which senses the location of a cam surface 26 carried by
the rack (not shown). An oscillator 27 is connected to provide a
relatively low frequency alternating current signal to an input of
the proximity probe 25. The alternating current signal may, for
example, be on the order of 3 kHz., although the frequency is not
critical and will depend upon the probe design. The proximity probe
25 will then have an output 28 of the same frequency as that of the
oscillator 27 and of a magnitude which is inversely dependent upon
the spacing from the cam 26.
The output 28 from the probe 25 is connected through a buffer
amplifier 29 to a demodulator 30 which may, for example, consist of
a half wave rectifier. The demodulator 30 has an output 31 which is
applied through a low pass filter 32 to one input of a compare
circuit 33. The low pass filter 32 should have a sufficiently low
cut-off as to filter any engine vibrations present on the cam 26.
The low pass filter 32 is designed to only partially filter the
demodulator output 31, leaving a ripple on the signal applied to
the compare circuit 33 which is of the same frequency as the output
from the oscillator 27. The output 31 from the demodulator 30 is
also connected through a diode 34 and a variable resistor 35 to
ground. The variable resistor 35 may be used for adjusting the gain
or load span over which the exhaust gas recirculation valve 14 is
operated.
The output from the oscillator 27 is also connected to the valve
position sensor 21 which consists of a proximity probe 36. A cam 37
is connected to be driven by the valve drive motor 20 along with
the adjustable valve flap 16. The proximity probe 36 senses the
spacing to the cam 37 and generates an output 38 which is inversely
proportional to such spacing. Thus, the proximity probe output 38
will be of the same frequency as the output from the oscillator 27
and will increase in value as the cam 37 approaches the proximity
probe 36.
The proximity probe output 38 is connected through a buffer
amplifier 39 to a demodulator 40. A steady DC voltage is also
applied to the demodulator 40 from a potentiometer 41 which is
connected between a voltage source and ground. The steady DC
voltage biases the demodulator 40 for establishing a zero point for
the system 10. The output of the demodulator 40 is connected
through a low pass filter 42 to a second input of the compare
circuit 33 for comparison with the output from the low pass filter
32. In a typical diesel engine, the peak engine vibration is on the
order of between 20 Hz. and 50 Hz. Such vibrations may cause the
valve flap 16 to flutter and therefore should be filtered from the
output 38 from the proximity probe 36. It has been found that a
cut-off frequency of 33 Hz. for the low pass filter 42 is effective
for applying a substantially constant signal to the compare circuit
33. This signal has a magnitude which is determined by the position
of the valve flap 16.
The output of the compare circuit 33 is applied through an
amplifier 43 to a bipolar power switch 44 which controls power to
the valve drive motor 20. The operation of the compare circuit 33
and the bipolar power switch 44 for operating the motor 20 may be
more clearly understood by referring now to FIG. 3. Graph A in FIG.
3 shows typical inputs appearing on the comparator 33. The low pass
filter 32 applies a signal 48 to the comparator 33 while the low
pass filter 42 applies a signal of the type shown as 49a, 49b or
49c to the comparator 33. The comparator 33 may consist of a
Schmitt trigger which acts as a threshold detector and has one of
two outputs, depending upon which of its two inputs is highest. If
during the majority of the time the valve position signal is above
or nearest the highest ripple level of the load signal 48 as shown
at 49a, then a signal of the type shown in FIG. 3B is applied to
the bipolar power switch 44. If the ripple level of the load signal
48 is 50% above and 50% below the valve position signal as shown at
49b, then a signal of the type shown in FIG. 3C is applied to the
bipolar power switch 44. If the majority of the ripple in the
engine load signal 48 is above the valve position signal, as shown
at 49c, then a signal of the type shown in FIG. 3D is applied to
the bipolar power switch 44. The bipolar power switch 44 will apply
a signal to the valve drive motor 20 similar to those shown in
FIGS. 3B, C and D. These signals alternate between equal positive
and negative voltages. If the output of the bipolar power switch 44
is of the type shown in FIG. 3C, then there will be a 50% duty
cycle and the motor 20 will stand still since the motor 20 is not
capable of following the three kilohertz pulses and therefore will
not oscillate. However, if a comparison of the valve position and
the load indicates that the valve should be opened or closed, the
duty cycle will change from that shown in FIG. 3C towards one of
those shown in FIGS. 3B or 3D. When the power applied to the motor
20 is of the format shown in FIG. 3B, a negative input will be
applied to the motor 20 for a greater period of time than a
positive input and the motor 20 will be driven in one direction.
When the power applied to the motor 20 is changed to the format
shown in FIG. 3D, the signal on the motor 20 will be positive for a
greater time than it is negative and the motor will be driven in
the opposite direction. As the valve flap 16 is driven to a
position satisfying the demands of the engine load, the duty cycle
of the power applied to the motor 20 will approach 50--50 and the
motor torque and speed will decrease.
In general, the valve 14 should be operated in a linear fashion
with linear load changes. It is desirable to have maximum
recirculation of exhaust gas at no-load and to have a minimum
recirculation at 100% rated load with the amount of recirculation
varying linearly between these points. Although the valve 14 may be
of a linear type, it is less expensive to use a non-linear valve.
Non-linearities in the operation of the valve 14 may then be
compensated for by providing an appropriately shaped surface on the
cam 37 which is rotated with the valve flap 16.
As previously discussed, it is desirable to maintain maximum
exhaust gas recirculation when the engine is supplying a minimum
load. This may be accomplished by the addition of a second
comparator 50 to the circuit of FIG. 2. The comparator 50 compares
the output of the low pass filter 32 with a fixed voltage obtained
from a potentiometer 51. The potentiometer 51 is used for
establishing a trip point at which the recirculation valve 14 is
driven to a fully open condition. When the engine fuel rack moves
below the trip point, the output from the comparator 50 changes.
This output is applied to the comparator 33 along with the valve
position signal from the low pass filter 42. The comparator 33 will
then have a constant output regardless of its input from the low
pass filter 32 and will cause the motor 20 to drive the valve 14 to
its fully open state.
By adding additional controls over the positioning of the exhaust
gas recirculation valve 14, the exhaust gas recirculation system 10
may be made even more efficient. For example, a diesel engine is
typically operated in the range of 1,800 to 2,800 rpm. If the
engine is used, for example, in a truck, the maximum normal
operating speed may be exceeded when the truck is coasting down a
hill. During coasting, the driver will normally let up on the
accelerator. Since the rack indicates a no-load condition, the
exhaust gas recirculation valve 14 will normally be driven fully
open. Under these conditions, the engine may emit smoke when the
driver again hits the accelerator. Therefore, a control may be
added to drive the exhaust gas recirculation valve 14 to a fully
closed position when the engine is under a no-load condition and
the engine speed exceeds a preselected maximum speed, such as 3,000
rpm. A control may also be provided to drive the exhaust gas
recirculation valve 14 to a fully open position at a preselected
minimum engine speed, such as 1,200 rpm, regardless of the load on
the engine. Still another control may be provided to minimize smoke
in the normal operating range, which, although being appreciably
less harmful than nitrogen oxide emissions, is undesirable. It has
been determined that less exhaust gas recirculation can be
tolerated at lower engine speeds than at higher engine speeds to
prevent the engine from smoking. This is due primarily to the fact
that at higher engine speeds a considerably higher volume of air
passes through the engine. Therefore, a control may also be added
to shift the linear curve on which the exhaust gas recirculation
valve 14 is operated in response to a predetermined engine speed.
For example, smoking may be minimized if the exhaust gas
recirculation valve 14 recirculates between 35% and 0% of the
exhaust gas when the engine is operating between zero load and full
load below 1,950 rpm and to recirculate between 50% and 0% of the
exhaust gas when the engine is operating between no-load and full
load above 1,950 rpm. This type of operation of the exhaust gas
recirculation valve 14 is shown in the graph in FIG. 4.
Turning now to FIG. 5, a detailed block diagram is shown for
apparatus 52 including the above-described controls. The apparatus
52 includes an oscillator 53 having an output applied through a
buffer amplifier 54 to the inputs of proximity probes 55 and 56.
The proximity probe 55 is mounted to measure the position of a cam
or lobe 57 carried by the fuel rack (not shown) which controls the
fuel injectors in a diesel engine. The output of the proximity
probe 55 is in the form of an alternating current signal having a
level inversely proportional to the spacing to the cam 57 and the
same frequency as the oscillator 53. This output is applied through
an amplifier 58 to a demodulator 59. The output of the demodulator
59 is filtered by means of a low pass filter 60 and applied to one
input of a comparator 61. The gain of the signal applied to the
comparator 61 may be controlled by means of a diode 62 and a
variable resistor 63 connected between the input of the low pass
filter 60 and ground in a manner similar to that described above
for FIG. 2.
The proximity probe 56 is connected to measure the spacing to a cam
64 which is driven by the valve drive motor 20 along with the flap
16 of the exhaust gas recirculation valve 14. The alternating
current output from the proximity probe 56, which is indicative of
the position of the valve 14, is applied through an amplifier 65 to
a demodulator 66. A DC voltage is applied from a potentiometer 67
to the demodulator 66 for zeroing the apparatus 52. The output from
the demodulator 66 is applied through a low pass filter 68 to a
second input of the comparator 61. The output of the comparator 61,
which alternates between two levels, is applied through an
amplifier 69 and a bipolar switch 70 for driving the valve motor
20. The operation of the circuitry described so far for FIG. 5 is
the same as that described above for the circuitry shown in FIG. 2.
However, a number of additional controls are added for further
reducing both smoke and nitrogen oxide emissions.
The additional controls added in FIG. 5 require a signal indicative
of the speed at which the engine is running. Therefore, a lobed cam
75 is mounted to be driven by the engine. A magnetic pickup 76 is
positioned adjacent the lobed cam 75 for generating a pulse train
having a frequency proportional to the engine speed. The output of
the magnetic pickup 76 is applied to a frequency-to-voltage
converter 77 which generates a DC output 78 having a voltage level
proportional to the engine speed.
The converter output 78 is applied to one input of a comparator 79.
A second input to the comparator 79 is a fixed voltage determined
by a potentiometer 80. The comparator 79 will have one of two
outputs which depend upon whether or not the converter output 78 is
above or below the voltage set by the potentiometer 80. The
potentiometer is adjusted such that the output from the comparator
79 will change levels at a relatively low engine speed, such as
1,200 rpm. The output from the comparator 79 is applied along with
the output from the low pass filter 60 to the comparator 61. When
the output from the comparator 79 changes due to the engine
dropping below the preset speed, a signal is applied to the
comparator 61 to drive the valve 14 to a fully opened condition,
allowing a maximum amount of exhaust gas recirculation regardless
of the position of the engine fuel rack. When the preset speed is
exceeded, the comparator 79 will not affect operation of the
exhaust gas recirculation valve 14. Thus, the magnetic speed pickup
76, the converter 77 and the comparator 79 function to assure that
the valve 14 is fully opened whenever the engine is idling,
regardless of load on the engine.
As previously indicated, another desirable operating condition is
to have the valve 14 maintained in a fully closed position whenever
the speed of the engine exceeds it normal operating range and
simultaneously the fuel injection rack is at a minimum or low load
setting. This is accomplished by means of a pair of comparators 81
and 82 and an AND gate 83. The output 78 from the converter 77,
which is proportional to engine speed, is applied to one input of
the comparator 81. A potentiometer 84 applies a fixed voltage to
the second input of the comparator 81 for determining the engine
speed at which the output from the comparator 81 changes.
Typically, the potentiometer 84 will be adjusted such that the
output from the comparator 81 changes levels when the engine speed
slightly exceeds its normal operating range, such as 3,000 rpm. The
output from the comparator 81 is applied to one input of the AND
gate 83. The comparator 82 has one input which is connected to the
output of the low pass filter 60, which output is indicative of the
position of the fuel injection rack, and a second input connected
to a fixed DC voltage source such as a potentiometer 85 connected
between a voltage source and ground. The potentiometer 85 is
adjusted such that the output of the comparator 82 will change when
the fuel injection rack is positioned for a minimum load. When the
output of the comparator 81 indicates that the engine speed has
exceeded the preselected maximum value and the output of the
comparator 82 indicates that the fuel injection rack is at a
predetermined minimum load position, the AND gate 83 will apply a
signal to the comparator 61 for causing the motor 20 to drive the
valve to a fully closed position. Thus, there will be minimal
exhaust gas recirculation under these conditions. This will prevent
the engine from emitting a cloud of smoke when the engine is again
accelerated.
The output 78 from the converter 77 is also connected to a third
comparator 86. A potentiometer 87 applies a fixed DC voltage to a
second input of the comparator 86. The potentiometer 87 is adjusted
such that the output from the comparator 86 changes when the engine
passes through a preselected midrange speed, such as 1,950 rpm.
When this preselected speed is exceeded, the comparator 86 sinks
current from an attenuator 88 and reduces the oscillator signal to
the proximity probe 56, thereby shifting the linear curve along
which the valve 14 is operated. As previously discussed, two
typical curves are shown in the graph of FIG. 4 for the operation
of the valve 14. When the engine is run below 1,950 rpm, the
maximum exhaust gas recirculation for one engine was found to be
about 35% for no-load for providing a good balance between smoke
and nitrogen oxide pollutants. Thus, at idle or any speed below
1,950 rpm, about 35% of the exhaust gas is recirculated for a
no-load condition of the engine. As the load on the engine
increases to 100% of its rated value, the recirculated exhaust gas
is linearly decreased to 0% or to some other predetermined low
level. At higher engine speeds, additional exhaust gas may be
recirculated without having adverse affects on engine smoking.
Therefore, above 1,950 rpm, about 50% of the exhaust gas is
recirculated for a no-load condition and this is decreased linearly
to 0% recirculation for a 100% load. It will, of course, be
appreciated that these percentages may vary for any given engine as
well as the engine speed at which the curves are shifted.
Furthermore, there may be several shifts in the recirculation curve
for different engines or the curve may vary continuously with
engine speed.
Although not shown in the drawings, it will be appreciated that
various other modifications may be made in the above-described
exhaust gas recirculation system. For example, it may be desirable
to protect the motor when the valve is driven to a fully open or a
fully closed position. This could be accomplished, for example, by
the addition of circuitry which places a limit on the maximum time
at which the motor can be operated at full power in either
direction and to then reduce the current. This will not only
protect the motor when it is driven fully closed or fully opened,
but is would also protect the motor should the valve become
jammed.
It should also be appreciated that the above-described exhaust gas
recirculation system may also be adapted for use with other types
of internal combustion engines, such as spark-ignited gasoline
engines. The conditions under which the exhaust gas recirculation
is controlled will, of course, be modified for the requirements of
any particular engine. For example, a spark-ignited gasoline engine
may require maximum recirculation at a mid-speed range rather than
at minimum load and idle conditions.
Various other modifications and changes may be made to the present
invention without departing from the spirit and the scope of the
following claims.
* * * * *