U.S. patent number 3,924,589 [Application Number 05/519,642] was granted by the patent office on 1975-12-09 for exhaust gas recirculating apparatus.
This patent grant is currently assigned to Toyota Jidosha Kogyo Kabushiki Kaisha. Invention is credited to Kiyoshi Kobashi, Hidetaka Nohira.
United States Patent |
3,924,589 |
Nohira , et al. |
December 9, 1975 |
**Please see images for:
( Certificate of Correction ) ** |
Exhaust gas recirculating apparatus
Abstract
Apparatus associated with an engine on a motor vehicle for
either stopping the recirculation of exhaust gas through the engine
completely or allowing it at a controlled rate, depending upon the
operating condition of the engine, comprising a regulating valve
provided with a pair of diaphragms and installed in an exhaust gas
recirculating circuit, and a changeover device operationally
connected with the regulating valve and the intake side of the
engine and adapted to actuate the regulating valve in accordance
with the operating condition of the engine.
Inventors: |
Nohira; Hidetaka (Susono,
JA), Kobashi; Kiyoshi (Susono, JA) |
Assignee: |
Toyota Jidosha Kogyo Kabushiki
Kaisha (JA)
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Family
ID: |
27287283 |
Appl.
No.: |
05/519,642 |
Filed: |
October 31, 1974 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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369002 |
Jun 11, 1973 |
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Foreign Application Priority Data
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Mar 17, 1973 [JA] |
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48-31311 |
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Current U.S.
Class: |
123/568.29 |
Current CPC
Class: |
F02M
26/58 (20160201); F02M 26/56 (20160201); F02B
1/04 (20130101) |
Current International
Class: |
F02M
25/07 (20060101); F02B 1/00 (20060101); F02B
1/04 (20060101); F02M 025/06 () |
Field of
Search: |
;123/119A |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Richter; S. J.
Attorney, Agent or Firm: Stevens, Davis, Miller &
Mosher
Parent Case Text
This is a continuation of application Ser. No. 369,002, filed June
11, 1973, now abandoned.
Claims
What is claimed is:
1. An exhaust gas recirculating apparatus associated with an engine
on a motor vehicle or the like, comprising:
a regulating valve, the inlet of which is communicated with an
exhaust manifold and the outlet of which is communicated with an
intake manifold, said regulating valve including:
an actuating rod member,
an upper diaphragm secured to the upper end of said rod member,
a lower diaphragm smaller than said upper diaphragm and secured to
said rod member in a position below said upper diaphragm,
an upper actuating chamber defined above said upper diaphragm,
and a lower actuating chamber defined between said upper and lower
diaphragms;
and a changeover device for selectively actuating said regulating
valve, including
a diaphragm defining an actuating chamber provided with a first
port communicating with a carburetor,
a second port communicating with said upper actuating chamber of
said regulating valve and further with a Venturi portion of said
carburetor,
a third port communicating with said intake manifold,
a fourth port communicating with the open air,
and a fifth port communicating with said lower actuating chamber of
said regulating valve and communicatable with said third port;
said regulating valve being adapted to open to a controlled degree
upon elevation of the pressure in said lower actuating chamber to
nearly the atmospheric pressure, while closing upon elevation of
the pressure in said upper actuating chamber to nearly the
atmospheric pressure.
2. Apparatus as defined in claim 1, wherein said regulating valve
includes:
a valve seat member,
a closure member attached to the lower end of said actuating rod
member and sealingly engageable with said seat member,
adjustable spring means disposed in said upper actuating chamber
and engaged at its lower end with said upper diaphragm,
a port communicating said upper actuating chamber of said
regulating valve with said second port of said changeover device
through appropriate conduit means,
and a port communicating said lower actuating chamber of said
regulating valve with said fifth port of said changeover device
through appropriate conduit means,
said actuating rod member being vertically movable to move said
closure member to or away from said seat member.
3. Apparatus as defined in claim 1, wherein said changeover device
includes:
a housing defining said actuating chamber above said diaphragm and
a vertically extending eleongate cavity below said actuating
chamber,
a shaft member slidably received in said cavity and secured at its
upper end to said diaphragm,
a first transverse bore provided across said shaft member
intermediate the ends thereof and opening at the diametrically
opposite sides of said shaft member,
a second transverse bore provided across said shaft member in a
position below said first bore and opening at the diametrically
opposite sides of said shaft member,
a second actuating chamber defined below said diaphragm, encircling
the upper end of said shaft member and communicating with said
forth port,
and adjustable spring means disposed in said firstmentioned
actuating chamber and engaged at its lower end with said
diaphragm,
said first transverse bore being alignable with said second and
fourth ports to communicate said second and fourth ports with each
other and said second transverse bore being alignable with said
third and fifth ports to communicate said third and fifth ports
with each other when said shaft member is lowered to its lowermost
position, while said first transverse bore is closed by the
peripheral wall of said cavity and said second transvere bore is
aligned with said fourth and fifth ports to communicate said fourth
and fifth ports with each other when said shaft member is raised to
its uppermost position.
4. Apparatus as defined in claim 1, wherein said changeover devices
includes:
a housing defining said actuating chamber below said diaphragm and
secured at its upper end to a vehicle body frame, the upper end of
said housing being shaped to form a first cavity and a second
cavity between said housing and said vehicle body frame,
a shaft member carrying said diaphragm at its upper end and
vertically slidably received in a guide member attached at its
lower end to the bottom of said housing,
a second actuating chamber defined between said diaphragm and the
upper end of said housing and communicating with said fourth
port,
adjustable spring means disposed in said first-mentioned actuating
chamber, encircling said shaft member and engaged at its upper end
with said diaphragm,
a first vertical bore formed in said housing and opening into said
first cavity at its upper end and into said second actuating
chamber at its lower end,
a second vertical bore formed in said housing and opening into said
second actuating chamber at its lower end, the upper end of said
second vertical bore being closed by a resilient sealing
member,
a first rod member attached to said diaphragm at its lower end and
having a smaller diameter than said first vertical bore to define a
path establishing communication between said second actuating
chamber and said first cavity, said first rod member being
vertically movable through said first vertical bore and projectable
into said first cavity,
a second rod member attached to said diaphragm at its lower end and
vertically movable through said second vertical bore, said second
rod member being capable of pushing up said resilient sealing
member and projecting into said second cavity,
a first leaf spring positioned in said first cavity and secured to
said housing at one end, the other end of said first leaf spring
being positioned over said first vertical bore and engageable by
said first rod member,
a second leaf spring positioned in said second cavity and secured
to said housing at one end, the other end of said second leaf
spring being positioned over said second vertical bore and
engageable by said second rod member,
a sixth port provided in said vehicle body frame and opening into
the open air at one end and into said second cavity at the other
end,
the inner end of said third port being positioned below an
intermediate portion of said second leaf spring and closable
thereby,
said first and second leaf springs being adapted to be be lifted
from said first and second vertical bores, respectively, to
establish communication between said second and fourth ports while
establishing communication between said third and fifth ports and
closing said sixth port, when said first and second rod members are
raised to their uppermost position,
said first and second leaf springs being allowed to return to their
original position to close said first vertical bore while closing
the inner end of said third port and opening said sixth port to
thereby establish communication between said fifth and sixth ports,
when said first and second rod members are lowered to their
lowermost position.
5. Apparatus as defined in claim 1 and further including a solenoid
valve interconnecting said changeover device and said carburetor
and provided with an open port communicating with the open air,
said solenoid valve being operable in response to an electic signal
transmitted by means detecting the temperature of engine cooling
water, the ambient temperature or the vehicle speed, whereby said
actuating chamber of said changeover device is selectively
communicated with said carburetor and the open air.
6. Apparatus as defined in claim 5, wherein said solenoid valve is
a two-way valve.
7. Apparatus as defined in claim 5, wherein said solenoid valve is
a three-way volve. valve.
Description
This invention relates to an exhaust gas recirculating apparatus
for an engine on a motor vehicle or the like, including a diaphragm
type regulating valve and a changeover device for actuating the
regulating valve, and moreover, such apparatus further including a
solenoid valve operable in response to an electric signal produced
by a switch detecting the temperature of engine cooling water, the
ambient temperature or the vehicle speed.
It is well known that the content of nitrogen oxide in the exhaust
gas from a gasoline engine, which is one of the major causes of air
pollution, can be reduced to a large extent by recirculating the
exhaust gas through the engine for recombustion. In order to obtain
a maximum reduction in the nitrogen oxide content without lowering
the engine performance, it is necessary to closely regulate the
quantity of the exhaust gas to be recirculated in accordance with
the operating condition of the vehicle or the engine.
A valve of the type which is actuated in response to a pressure
signal has often been used to regulate the quantity of the exhaust
gas to be recirculated, and a diaphragm valve has most commonly
been used as it permits application of a relatively large force to
actuate the valve rod. But if the opening of the valve is to be
controlled in accordance with a slight change in the signal
pressure, it is difficult to design the valve for opening with a
large pressure, and the force available to keep the valve closed is
reduced accordingly. Development of a large negative pressure in
the intake side of the engine circuit easily causes the valve to
open and allows a considerable amount of exhaust gas to be
recirculated into the engine. This causes the engine to lose its
operating stability or interrupt combustion during operation at a
reduced rate, resulting in undesirable discharge of uncombusted
hydrocarbon into the open air.
It is, therefore, an object of this invention to provide an
improved exhaust gas recirculating apparatus for use in combination
with an engine on a motor vehicle or the like, wherein the
recirculation of the exhaust gas can be shut off completely or
regulated to best suit the operating condition of the vehicle.
It is another object of this invention to provide an improved
exhaust gas recirculating apparatus wherein the recirculation of
the exhaust gas from the outlet to the inlet side of an engine on a
motor vehicle or the like can be completely shut off when the
temperature of engine cooling water, the ambient temperature or the
vehicle speed has reached a preset level.
According to a preferred embodiment of this invention, there is
provided an exhaust gas recirculating apparatus comprising a
diaphragm valve mounted in an exhaust gas recirculating circuit and
adapted for either shutting off the recirculation of exhaust gas
completely or controllably regulating the flow of the exhaust gas
to be recirculated through an engine depending upon the variable
operating condition of a vehicle, and a changeover device
operationally connected with the diaphragm valve and an intake
circuit to the engine and adapted for selectively actuating the
diaphragm valve. The diaphragm valve comprises a valve rod, a valve
closure member attached to the lower end of the valve rod, a first
or upper diaphragm connected to the upper end of the valve rod, a
second or lower diaphragm connected to the valve rod and spaced
from the first diaphragm, the second diaphragm being sized
considerably smaller than the first diaphragm, a first or upper
chamber defined between the top of the valve and the first
diaphragm and a second or lower chamber defined between the first
and the second diaphragms. The changeover device comprises a
diaphragm defining a chamber communicating with an intake manifold
to the engine through a first inlet port, a second inlet port
communicating with both the upper chamber of the diaphragm valve
and a Venturi portion of a carburetor, a third inlet port
communicating with the intake manifold, an outlet port
communicating with the lower chamber of the diaphragm valve and
communicatable with the third inlet port, and a fourth inlet port
communicating with the open air at one end and selectively
communicatable at the other end with the second inlet port or the
outlet port. The diaphragm valve operationally combined with the
changeover device is designed to operate in such a manner that as
the pressure in the lower chamber is raised to nearly the
atmospheric pressure with the pressure in the upper chamber falling
substantially below the atmospheric pressure, the valve rod is
raised to allow the valve to open to a controlled degree, while as
the pressure in the upper chamber is elevated to nearly the
atmospheric pressure with the pressure in the lower chamber falling
substantially below the atmospheric pressure, the valve rod is
lowered to tightly close the valve and completely shut off the
recirculation of the exhaust gas. It will thus be noted that during
the cranking, idling, deceleration or high-load operation of the
vehicle, when no recirculation of exhaust gas is required, or
diaphragm valve is tightly closed to shut off the recirculation of
the exhaust gas completely, while during the acceleration of normal
operation of the vehicle which requires recirculation of exhaust
gas preferably at a controlled rate, the valve is opened with its
opening controlled depending upon the pressure in the Venturi
portion of the carburetor to thereby regulate the quantity of the
gas to be recirculated.
According to another preferred embodiment of this invention, there
is provided an exhaust gas recirculating apparatus similar to that
hereinabove described but further including a solenoid valve
operationally associated with means for detecting the temperature
of engine cooling water, the ambient temperature or the vehicle
speed and adapted to open in response to an electric signal
transmitted from the detecting means when the engine cooling water
temperature, the ambient temperature or the vehicle speed has
reached a predetermined level. The solenoid valve has an open port
communicating with the open air, and another port communicating
with both the intake manifold and the chamber of the changeover
device. When the engine cooling water temperature, the ambient
temperature or the vehicle speed has reached a predetermined level,
the solenoid valve is actuated to open and thereby allow air to
flow through the valve into the chamber of the changeover device,
which in turn actuates the diaphragm valve for closing to shut off
the recirculation of exhaust gas completely.
In a diaphragm type regulating valve known in the art, spring means
has been solely relied upon to close the valve and maintain it in
closed position. Consequently, the valve is unavoidably caused to
open and thereby allow an undesirable recirculation of exhaust gas
when the pressure in the upstream of the valve has become
relatively high or alternatively the pressure in the downstream of
the valve has become relatively low from time to time during
operation of an engine. According to the apparatus of this
invention, however, the regulating valve can be kept in closed
position as long as necessary, since the upper diaphragm disposed
between the two chambers is sized considerably larger than the
lower diaphragm, and is capable of exerting a considerably larger
force on the valve rod to urge it downwardly than the lower
diaphragm can exert on the rod to urge it upwardly.
The foregoing and other objects, features and advantages of this
invention will become more apparent from the following detailed
description, and the accompanying drawings, in which:
FIG. 1 is a schematic diagrammatical view showing a preferred
embodiment of this invention with an engine on a motor vehicle and
its associated parts;
FIG. 2 is a vertical cross-sectional view of a preferred form of a
diaphragm type regulating valve for the apparatus of this
invention;
FIG. 3 is a vertical cross-sectional view of a form of a changeover
device for actuating the diaphragm type regulating valve;
FIG. 4 is a vertical cross-sectional view of another form of the
changeover device;
FIG. 5 is a cross-sectional view taken along the line A--A of FIG.
4;
FIG. 6 is a cross-sectional view taken along the line B--B of FIG.
5;
FIG. 7 is a cross-sectional view taken along the line C--C of FIG.
5;
FIG. 8 is a cross-sectional view taken along the line D--D of FIG.
5;
FIG. 9 is a view similar to FIG. 1, but showing another preferred
embodiment of this invention further including a two way solenoid
valve; and
FIG. 10 is a view similar to FIG. 9 showing a similar preferred
embodiment with a three way solenoid valve.
Referring to FIG. 1, a pressure changeover device is indicated at
2, a diaphragm valve for regulating the flow of the gas being
recirculated at 3, an air strainer at 4, and the Venturi portion of
a carburetor at 5. The reference numeral 6 denotes a hole provided
in te Venturi portion 5 for extracting a negative pressure signal
from the Venturi portion 5. A butterfly valve in the carburetor is
shown at 7. The numeral 8 indicates a hole provided adjacent to the
butterfly valve 7 for extracting a negative pressure signal which
varies depending on the opening of the butterfly valve 7. An intake
manifold 9 is provided with a hole 10 through which a negative
pressure signal is continuously extracted from the intake manifold
9. An exhaust manifold 11 is connected to the opposite side of an
engine 12 from the intake manifold 9. A conduit 13 interconnects
the exhaust manifold 11 and the diaphragm valve 3, and is adapted
to transfer a portion of the exhaust gas from the exhaust manifold
11 to the valve 3. Another conduit 14 is provided between the valve
3 and the intake manifold 9 to recirculate a portion of the exhaust
gas into the engine 12. A tube 15 is connected to the hole 8 of the
carburetor at one end, and the other end thereof is connected with
a hole 211 of the pressure changeover device 2 to transmit a
negative pressure signal from the carburetor to the device 2. One
end of a tube 16 is connected to the hole 6 of the Venturi portion,
and the other end of the tube 16 is divided into two branches. One
of those branches is connected to a hole 26 of the diaphragm valve
3, and the other branch is connected to a hole 251 of the pressure
changeover device 2. A tube 17 is connected to the hold 10 of the
intake manifold 9 at one end, and the other end of the tube 17 is
connected to a hole 231 of the pressure changeover device 2 to
transmit a negative pressure signal from the intake manifold 9 into
the pressure changeover device 2. A tube 18 is connected to an
outlet hole 241 of the pressure changeover device 2 at one end and
to an inlet hole 27 of the diaphragm valve 3 at the other end to
transmit a negative pressure signal from the device 2 to the valve
3. The pressure changeover device 2 is further provided with a hole
221 opening into the atmosphere and adapted to communicate with
either the outlet hole 241 or an inlet hole 251 of the device 2
depending on the operation of the device 2, as best shown in FIG.
3.
Referring to FIG. 2, the diaphragm valve 3 will be described in
further detail. The valve 3 comprises a pair of negative pressure
chambers 28 and 30 separated by a diaphragm 29. The upper chamber
28 is adapted to regulate the flow of the exhaust gas being
recirculated, while the lower chamber 30 is adapted to shut off the
flow of the gas completely. Another diaphragm 31 is provided below
the diaphragm 29 and has a considerably smaller effective area than
the diaphragm 29. A valve rod 32 is integrally formed with the two
diaphragms 29 and 31. A valve member 34 is attached to the lower
end of the rod 32 and is rotatable about the rod 32. The valve
member 34 is adapted to rest on a valve seat 35. A spring 37 is
provided in the upper chamber 28 to control the pressure of the
chamber 28. An adjust screw 36 is provided at the top of the valve
to closely regulate the pressure required to lift the valve member
34 from the seat 35. The chamber 28 is supplied with a negative
pressure signal through the inlet hole 26, while the lower chamber
30 is fed with a negative pressure signal through the inlet hole
27. All the functioning elements of the valve 3 are enclosed in a
housing 38. The valve housing 38 is provided at its bottom end with
an inlet 40 for the exhaust gas to be recirculated through the
engine, and an outlet for the exhaust gas is indicated at 39. A
seal member 33 encircles the valve rod 32 intermediate the ends
thereof.
Reference is now made to FIG. 3 for further description of the
pressure changeover device 2. The device 2 comprises a body 50
provided with a plurality of bores for the purpose to be
hereinafter described. A shaft 51 is received in the central cavity
of the body 50 and provided with a pair of horizontally extending
bores 71 and 72. The shaft 51 is slidable relative to the body 50,
so that the bores 71 and 72 of the shaft 51 may be selectively
aligned with the bores of the body 50. A diaphragm 421 is connected
to the top of the shaft 51 and defines a negative pressure chamber
411. An inlet hole 211 is provided adjacent to the top of the
device 2 to introduce a negative pressure signal into the chamber
411. A spring 491 is interposed between the diaphragm 421 and the
top of the device 2 to control the pressure of the chamber 411. An
adjust screw 471 is provided at the top of the device 2 to act on
the spring 491 and adjust and set the initial position of the shaft
51. The adjust screw 471 is held in position by a nut 481. Another
adjust screw 45 is fitted in the adjust screw 471 and extends along
the longitudinal axis thereof to adjust the stroke of movement of
the shaft 51. The screw 45 is held in position by a nut 46. The
hole 221 opening into the atmosphere is provided with an air
strainer. The hole 221 may be selectively communicated with either
the outlet hole 241 or the inlet hole 251 on the opposite side of
the device 2 when the bores 71 and 72 of the shaft 51 are
selectively aligned with the bores of the body 50. The bores of the
body 50 and the bores 71 and 72 of the shaft 51 are disposed in
such a relation that the inlet hole 231 provided below the hole 221
may be communicated with the outlet hole 241 but will never
communicate with any other hole of the body 50. The outlet hole 241
may be communicated with either the inlet hole 231 through the bore
71 as shown in FIG. 3 or the hole 221 opening into the atmosphere
upon elevation of the shaft 51. The inlet hole 251 may be
communicated only with the oppositely disposed hole 221 through the
upper bore 72 of the shaft 51 as shown in FIG. 3. A plurality of
0-rings 44 encircle the shaft 51 to provide a seal between the
shaft 51 and the body 50. An annular chamber 43 of the atmospheric
pressure is located below the diaphragm 421 and encircles the
uppermost portion of the shaft 51. The bore provided in the body 50
communicates the chamber 43 with the hole 221.
FIGS. 4 through 7 show a different form of a pressure changeover
device generally designated at 2'. The major difference of the
device 2' shown in FIGS. 4 through 7 from the device 2 of FIG. 3
lies in the use of leaf springs 52 and 56 versus the bores 71 and
72 in the shaft 51 selectively alignable with the bores provided in
the body 50. The reference numerals indicating various elements of
the device 2' in FIGS. 4 through 7 will be listed in contrast to
those of the corresponding elements of the device 2 shown in FIG.
3:
negative pressure chamber 412 to 411;
spring 492 to 491;
adjust screw 472 to 471; nut 482 to 481;
air holes 222 and 223 to 221 (the hole 223 being provided on a
vehicle body frame 73);
inlet hole 232 to 231; inlet hole 252 to 251;
outlet hole 242 to 241; and diaphragm 422 to 421.
The leaf springs 52 and 56 are formed with diminishing portions 63
and 64, respectively, at one end thereof, which may be suitably
shaped to produce the bending stress required of the springs 52 and
56. A sealing member 53 is thermally bonded to the free end of the
spring 52, and a pair of similar sealing members 55 and 65 are
secured in a like manner to the other spring 56 as shown in FIG. 7.
The sealing members 53, 55 and 65 may be made of any appropriate
organic material, such as rubber. A pair of rods 54 and 58 are
erected on the upper surface of the diaphragm 422 as shown in FIG.
4 and extend upwardly through the bores formed in a body 66. The
upper ends of the rods 54 and 58 are located in abutment against
the free ends of the leaf springs 52 and 56 respectively, and the
rods 54 and 58 are slidable vertically so as to raise the free ends
of the springs 52 and 56 respectively upon elevation of the
diaphragm 422. A shaft 59 is connected to the center of the
diaphragm 422 and extends downwardly, and a guide member 60
encircles the shaft 59 adjacent to the lower end thereof. The shaft
59 and the guide member 60 are provided for the purpose of
preventing the diaphragm 422 from shifting sideways and regulating
the stroke of vertical movement of the diaphragm 422. The spring 52
is rivetted to the body 66 at 61, while the other spring 56 is
rivetted to the body 66 at 62.
Another embodiment of this invention is shown in FIG. 9 and
includes a two-way solenoid valve 1 interposed between the
carburetor and the pressure changeover device 2. The solenoid valve
1 has an open port 19 communicating with the atmosphere, and an
inlet hole 20 provided for receiving a negative pressure signal
thereinto. The tube 15 connected to the outlet hole 8 of the
carburetor at one end is connected to the inlet hole 20 of the
solenoid valve 1 at the other end. A tube 151 is connected to the
tube 15 at one end, and the other end of the tube 151 is connected
to the inlet hole 211 or 212 of the device 2. The solenoid valve 1
is adapted to be actuated to establish communication between the
atmosphere and the interior of the tube 15 through the ports 19 and
20 in response to an electric signal transmitted when the
temperature of engine cooling water, the ambient temperature or the
vehicle speed has reached a predetermined level. It will be noted
that a three-way solenoid valve may be used in place of the two-way
valve, wherein one end of the tube 151 is connected to the third
port of the valve instead of the tube 15 and the third port of the
three-way valve serves as an outlet for the signal to be
transmitted into the device 2.
The mode of operation of the apparatus according to this invention
will be described for different operating conditions of the vehicle
on which the apparatus is installed. Description will first be made
of the operation of the apparatus provided with a pressure
changeover device as shown in FIG. 3, in combination with or
without a solenoid valve.
1. Cranking, idling, deceleration or high-load operation (no
solenoid valve is required)
Under these operating conditions, the vehicle requires no
recirculation of exhaust gas. Substantially no negative pressure
exists at the outlet port 8 of the carburetor; in other words, the
pressure at the outlet port 8 is nearly atmospheric. Thus, the
pressure in the chamber 411 of the device 2 which communicates with
the outlet port 8 is considerably higher than a predetermined
level, so that the spring 491 is caused to expand and lower the
shaft 51 to its lowermost position as shown in FIG. 3. As seen in
FIG. 3, the inlet port 251 of the device 2 is communicated with the
atmosphere through the bore 72 of the shaft 51 and the open air
port 221. Likewise, the inlet port 231 communicating with the
intake manifold 9 is communicated with the outlet port 241 through
the lower bore 71 of the shaft 51. Thus, the upper chamber 28 of
the diaphragm valve 3 is communicated with the port 251 of the
device 2 through the tube 16, and air is allowed to get into the
chamber 28 until the pressure in the chamber 28 becomes equal to
the atmosphere, so that the spring 37 is allowed to expand and
lower the valve rod 32 and the valve member 34. At the same time,
air is allowed to flow through the tube 16 into the outlet port 6
of the Venturi portion 5 of the carburetor. Simultaneously, as the
lower chamber 30 is communicated with the intake manifold 9, the
pressure in the chamber 30 is equallized to that of the intake
manifold 9, so that the amount of force equal to the neqative
pressure in the chamber 30 multiplied by the difference in
effective surface area between the two diaphragms 29 and 31 acts
downwardly upon the valve rod 32 to lower the valve member 34 onto
the seat 35 and thereby stop the recirculation of exhaust gas
completely.
2. Acceleration or normal operation. (No solenoid valve 1 is
required.)
Under these operating conditions, recirculation of exhaust gas is
required or desirable, and a negative pressure exists at the outlet
port 8 of the carburetor. The pressure in the chamber 411 of the
device 2 communicating with the outlet port 8 of the carburetor is
considerably lower than a predetermined level, so that the spring
491 is allowed to contract and thereby raises the shaft 32 to its
uppermost position. Thus, the communication between the inlet port
251 and the open port 221 of the device 2 is broken. The elevation
of the lower bore 71 severs communication between the outlet port
241 and the inlet port 231 and instead communicates the outlet port
241 with the open port 221 so that air is allowed to flow through
the open port 221 into the outlet port 241. At the same time, the
upper chamber 28 of the diaphragm valve 3 is solely communicated
with the Venturi portion 5 of the carburetor through the outlet
port 6 thereof, so that the pressure in the upper chamber 28 is
equalized to that of the Venturi portion 5. On the other hand, air
is allowed to flow into the lower chamber 30 and lifts the upper
diaphragm 29 overcoming the resistance of the spring 37, so that
the valve member 34 is lifted from the seat 35 defining
therebetween a gap through which recirculation of exhaust gas is
accomplished. The width of the gap defined between the valve member
34 and the seat 35 is determined solely by the level of the
negative pressure in the upper chamber 28, hence of the Venturi
portion 5, so that the flow of the exhaust gas to be recirculated
through the apparatus may be regulated in accordance with variation
in the negative pressure of the Venturi portion 5.
Operation of the apparatus as shown in FIG. 9
A switch not shown detects the temperature of engine cooling water,
the ambient temperature or the vehicle speed and transmits an
electric signal to the two-way solenoid valve 1 when the engine
cooling water temperature, the ambient temperature or the vehicle
speed has reached a predetermined level, whereupon air is allowed
to flow into the Venturi portion of the carburetor through the
conduit 15. Accordingly, the pressure in the Venturi portion is
equalized to the atmosphere, and the pressure in the chamber 411 of
the device 2 is also raised to the atmospheric pressure as it is
communicated with the outlet port 8 of the Venturi portion, so that
the diaphragm 421 and the shaft 51 are lowered to establish the
operative position of the device 2 as shown in FIG. 3. The
diaphragm valve 3 is thus allowed to shut off the flow of the
exhaust gas therethrough completely. It will be noted that a switch
adapted for both detecting the temperature of the engine cooling
water, the ambient temperature or the vehicle speed and directly
causing the device 2 to switch over its operational position may be
used on the apparatus without departing from the scope and spirit
of this invention.
Attention is now directed to the operation of the apparatus
provided with a pressure changerover device changeover shown in
FIGS. 4 to 8, in combination with or without a solenoid valve.
1. Cranking, idling, deceleration or high-load operation (No
solenoid valve 1 is required)
The pressure in the chamber 412 of the device 2' is not
sufficiently low, as compared with the pressure in the space above
the diaphragm 422, to cause the spring 492 to contract, so that the
rods 54 and 58 are kept in their uppermost position urging the leaf
springs 52 and 56 upwardly. Accordingly, communication is
established between the lower open port 222 and the inlet port 252
and allows the flow of air into the inlet port 252. At the same
time, communication is established between the inlet port 232
communicating with the intake manifold 9 and the outlet port 242
communicating with the valve 3, while the outlet port 242 is
severed from communication with the upper open port 223. Thus, the
pressure in the upper chamber 28 is raised to the atmospheric
pressure and allows the spring 37 to expand and thereby lower the
valve member 34. Simultaneously, the pressure in the low chamber 30
is equalized to that of the intake manifold 9, so that the amount
of force equal to the negative pressure in the chamber 30
multiplied by the difference in effective surface area between the
two diaphragms 29 and 31 acts upon the valve rod 32 to completely
close the valve and stop the recirculation of exhaust gas.
2. Acceleration or normal operation. (No solenoid valve 1 is
required)
Under these operating conditions, the pressure in the carburetor
becomes sufficiently lower than the atmospheric pressure, and
therefore, the pressure in the chamber 412 of the device 2' becomes
sufficiently low, as compared with the pressure in the space above
the diaphragm 422, to cause the spring 492 to contract, so that the
rods 54 and 58 are lowered to their lowermost position. The rods 54
and 58 are disengaged from the springs 52 and 56 respectively, and
the resiliency of the spring 52 brings the free end of the spring
52 into close contact with the upper end of the bore of the body 66
through which the rod 54 extends, so that the communication between
the open port 222 and the inlet port 252 is severed. At the same
time, due to its resiliency, the other spring 56 moves away from
the inner end of the upper open port 223 upon withdrawal of the rod
58 to establish communication between the port 223 and the outlet
port 242, while the sealing member 65 affixed to the spring 56
intermediate the ends thereof closes a bore provided to establish
the communication between the inlet port 232 and the outlet port
242. Accordingly, the pressure in the upper chamber 28 of the
diaphragm valve 3 is equalized to the pressure at the outlet port 6
of the Venturi portion 5, while the pressure in the lower chamber
30 is raised to the atmospheric pressure, so that the valve rod 32
is raised to lift the valve member 34 from the seat 35 and thereby
allow recirculation of exhaust gas through the valve 3. The width
of the gap defined upon separation of the valve member 34 from the
seat 35 is variable with variation in the negative pressure of the
chamber 28 of the valve 3, hence of the Venturi portion 5, so that
recirculation of exhaust gas through the valve 3 amy be
automatically regulated in response to change in the negative
pressure of the Venturi portion 5.
3. Operation of the apparatus provided with a two-way solenoid
valve as shown at 1 in FIG. 9. The apparatus operates in a like
manner to the apparatus provided with a pressure changeover device
as shown in FIG. 3 and a solenoid valve as hereinbefore described,
and the diaphragm valve 3 completely shuts off the recirculation of
the exhaust gas therethrough.
While the invention has been described with reference to some
preferred embodiments thereof, it is to be understood that
variations or modifications may be made by those skilled in the art
without departing from the scope of the invention which is defined
by the appended claims.
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