EP0012533A1 - Système pour augmenter la température du mélange air/carburant alimentant un moteur à combustion interne - Google Patents

Système pour augmenter la température du mélange air/carburant alimentant un moteur à combustion interne Download PDF

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Publication number
EP0012533A1
EP0012533A1 EP79302663A EP79302663A EP0012533A1 EP 0012533 A1 EP0012533 A1 EP 0012533A1 EP 79302663 A EP79302663 A EP 79302663A EP 79302663 A EP79302663 A EP 79302663A EP 0012533 A1 EP0012533 A1 EP 0012533A1
Authority
EP
European Patent Office
Prior art keywords
passage
exhaust gas
air
intake passage
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP79302663A
Other languages
German (de)
English (en)
Inventor
John Leslie Kingsford Bannell
Denis John Boam
Matthew Perry Littleson
Ian Chirnside Finlay
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
UK Secretary of State for Industry
Original Assignee
UK Secretary of State for Industry
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by UK Secretary of State for Industry filed Critical UK Secretary of State for Industry
Publication of EP0012533A1 publication Critical patent/EP0012533A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/0058—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits for only one medium being tubes having different orientations to each other or crossing the conduit for the other heat exchange medium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/19—Means for improving the mixing of air and recirculated exhaust gases, e.g. venturis or multiple openings to the intake system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/27—Layout, e.g. schematics with air-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/21—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system with EGR valves located at or near the connection to the intake system

Definitions

  • This invention relates to internal combustion engines, and in particular to a system for increasing the temperature of the supply of air/fuel mixture for combustion in such an engine to assist in vapourising the fuel component.
  • vapourising the liquid fuel improves mixture homogeneity thereby allowing an engine to operate on leaner mixtures with improved thermal efficiency.
  • the heat that is used to vapourise the liquid fuel is available immediately on starting the engine then the warm-up time during which the engine is on choke is reduced. Reducing the time an engine is on choke is of particular assistance in reducing the exhaust emission from the engine but is also helpful in reducing fuel consumption.
  • a fuel vapourising system should ensure thorough mixing of fuel and air even at light load conditions to provide a dry homogeneous mixture.
  • the exhaust gas temperature of a petrol engine can typically vary from about 400 to 500 degrees C under idling conditions to about 800 degrees C at full throttle.
  • the mixture is hotter than desired.
  • the hot mixture is more susceptible to detonation ("knock") especially when the engine is running under a large load, or even to ignition of the mixture whilst in the intake.
  • cracking of the fuel may occur, leading to loss of power and deposits on surfaces within the intake.
  • An ideal mixture heating system is thus one which rapidly transfers large amounts of heat to the air/fuel intake when an engine is idling following a cold start and that progressively varies the rate of transfer of heat to the mixture as power is increased in such a way that the increase in air/fuel temperature is not substantially more towards full power operation than at idling.
  • the invention seeks to provide a system that has the desired characteristic.
  • the present invention provides a system for increasing the temperature of an air/fuel mixture to assist in vapourising liquid fuel droplets contained therein prior to combustion in an internal combustion engine, said engine having an intake passage through which air can be drawn into the engine, a fuel metering device for introducing liquid fuel into air within the intake passage to produce an air/fuel mixture therein, and a throttle in the intake passage for controlling the rate of flow of air/fuel mixture through the intake passage, wherein a connecting passage is provided through which in use a proportion of the engine exhaust gas can flow from the engine into the intake passage at a location downstream of the throttle.
  • the connecting passage may link the intake passage and exhaust duct.
  • the connecting passage links more or less directly from an engine exhaust port to the intake passage.
  • the exhaust gas temperature at entry to the intake passage in which the air/fuel mixture is present should not exceed about 600 0 C at the most, while 200-400°C would be more acceptable for a variety of reasons.
  • the means for cooling is a heat exchanger through which heat in the exhaust gas flowing through the connecting passage can be transferred to air or air/fuel mixture in the intake passage.
  • the heat exchanger can be in the form of at least one heat transfer tube forming part of the connecting passage and passing through the intake passage.
  • the heat transfer tube can be externally finned to increase the efficiency of heat transfer.
  • a proportion of the exhaust gas flowing through the said at least one heat transfer tube is returned to the exhaust duct through a return passage, only the remaining proportion flowing through the connecting passage into the intake passage.
  • the return passage communicates with the exhaust duct downstream of the said heat transfer tube, means being provided for inducing a pressure drop in the exhaust duct between the points where the heat transfer tube and the return passage communicate therewith.
  • Another convenient arrangement for cooling the exhaust gas and transferring heat to the air/fuel mixture prior to entry of the exhaust gas into the intake passage is to provide an extended duct forming part of the connecting passage and located within a wall of the intake passage.
  • the heat exchanger will normally be located in the intake passage downstream of the fuel metering device, but in some instances, eg to avoid the possibility of overheating fuel particles in the air/fuel mixture it may be preferable to locate the heat exchanger upstream of the fuel metering device, especially where the fuel is of a kind particularly sensitive to overheating.
  • the connecting passage has at least a portion which is of restricted cross-sectional area, so as to limit the flow rate of exhaust gas into the intake passage. It is envisaged that when the pressure in the intake passage downstream of the throttle is low, ie under conditions of light or no engine load, the flow rate of exhaust gas through the connecting passage will be limited by the gas reaching sonic velocity in such a restricted portion.
  • the restricted portion takes the form of one of more orifices through which the connecting passage opens directly into the intake passage so that the exhaust gas is injected with a high velocity to promote mixing with the air/fuel mixture.
  • the connecting passage opens into the intake passage just downstream of the throttle, to promote better mixing between the exhaust gas and the mixture.
  • the throttle will be downstream of the point of fuel entry, as when the fuel metering device is a carburettor of conventional form depending on the venturi effect to draw in fuel, it is also envisaged that the throttle might be placed upstream thereof, as may be the case with single point fuel injection. In the latter event the connecting passage can communicate with the intake passage upstream of the fuel metering device. This could be advantageous in some circumstances in that the hot exhaust gas can be well mixed with the cold air intake before introduction of the fuel, so as to avoid local overheating and cracking of some fuel droplets.
  • Figure 2 is a schematic sectional view showing a modification of the system shown in Figure 1.
  • FIG. 1 there is shown a portion of an exhaust manifold 1 and of an intake passage for a multi-cylinder spark ignition internal combustion engine (engine not shown).
  • the intake passage is defined by an upstream portion 2 in which there is provided a fuel metering device in the form of a conventional carburettor generally indicated as 3, and downstream thereof an intake manifold 4.
  • the upstream section 2 and the intake manifold 4 are sealed together by means of a gasket 5.
  • the carburettor is of known form, in this instance a constant- depressiontype, in which a piston 6 carries a tapered needle 7 which can move vertically in a fuel jet 8 to meter fuel which is supplied by a fuel pipe 9.
  • the piston 6 has a shoulder 10, whose lower side is exposed to atmospheric pressure while its upper side is exposed via a bore 11 through the piston 6 to the pressure obtaining within the venturi section 12 of the carburettor.
  • the piston 6 thus moves upwards under the influence of the pressure forces against the action of a spring 13 and its own weight to increase the fuel flow rate through the jet 8 when the air mass flow rate increases with engine speed.
  • the carburettor 3 thus has the normal function of metering liquid fuel into the air stream at such a rate as to produce the desired air/fuel mixture, and any form of carburettor or other fuel metering device may be used which will achieve this effect.
  • a variable throttle comprising a throttle plate 14 or butterfly valve pivotable (by means not shown) about a pivot point 15, for controlling the flow rate of the air/fuel mixture in the intake passage.
  • annular recess 16 At the upstream end of the intake-manifold 4, ie just downstream of the throttle plate 14, there is formed an annular recess 16 in the inner wall of the intake manifold in which there is accommodated a ring 17.
  • the ring 17 has one or more small radial holes 18 therein which can be aligned with a similar number of small radial holes 19 in the wall of the recess 16.
  • the ring can be rotated by means (not shown) to bring the sets of holes 18, 19 into alignment or to blank off some or all of them from one another, for a purpose explained hereinafter.
  • the holes 19 open into an annular chamber 20 formed in the wall of intake manifold 4, which chamber communicates with an axial passage 21 also formed in the wall of the intake manifold 4.
  • the passage 21 communicates with a heat transfer tube 22 which passes diametrically through the intake manifold 4 and opens into the exhaust manifold 1.
  • the exterior of the tube where it passes through the intake manifold is provided with a plurality of fins 23.
  • the upper end of the tupe 22 is blanked off by a plug 24.
  • the finned tube 22 acts as a heat exchanger to cool the exhaust gas prior to entering the air/fuel intake and to provide heat to the air/fuel mixture, and also promotes better mixing in the air/fuel mixture passing thereover.
  • cooling of the exhaust gas can be arranged merely by causing the e.xh' st gas to flow through a passage formed within the wall of the manifold 4, eg through an axial passage such as 21, by causing the gas to flow around an annular chamber such as 20, or through other configurations of passage in the wall, prior to entering the intake manifold.
  • the rotatable ring 17 and the recess 16 can be dispensed with, so that the holes 19 open directly into the intake manifold 4.
  • Further control of the flow of exhaust gas into the intake manifold can be provided, if desired, by means of a control valve which could conveniently be provided in the passage 21, or elsewhere in the flowpath by which exhaust gas is conveyed to the air/ fuel inlet passage.
  • the single heat transfer tube 21 is replaced by a pair of finned heat transfer tubes 30, 31p each of which extends diametrically across the intake manifold 4.
  • the heat transfer tubes 30, 31 communicate with each other through a.chamber 32 in the wall of the intake manifold .
  • the passage 21 communicates directly with the chamber 32.
  • the tubes 30, 31 communicate with the exhaust duct, the tube 30 at a point upstream from the tube 31.
  • an annular baffle for inducing a pressure drop between these two openings when exhaust gas is flowing through the duct. Exhaust gas is thus induced to flow up the tube 30 and down the return tube 31, hence transferring heat to the air/fuel mixture.
  • a control valve 33 actuated through a mechanism shown schematically at 34 is provided in the connecting passage 21, for the purpose of controlling the flow of exhaust gas therethrough.
  • the mechanism 34 is actuable by a control means 35.
  • the control means 35 includes a diaphragm-type pressure sensor which has a pressure input 36 at atmospheric pressure, and a pressure input 37 via a line 38 from a pressure tapping 39 in the inlet manifold 4.
  • the control means 35 also has a temperature input 40 supplied via a line 41 from a temperature sensor 42 in the intake manifold.
  • the control means is such that the valve 33 is opened when the inlet manifold vacuum (corresponding to the difference in pressure input at 36 and 37) exceeds a certain value, and the temperature of the mixture as sensed by the sensor 42 exceeds a predetermined certain value (say about 60°C). If either of these two conditions is not satisfied, the valve 33 is closed by the control means 35 acting through the mechanism 34.
  • Exhaust gas can thus be ingested into the air/fuel mixture through the passage 21 and holes 18, 19 only under conditions when the intake manifold pressure is low, eg at idling during warm-up. Furthermore, overheating of the air/fuel mixture by ingestion of exhaust gas is prevented by automatic dosing of the valve 33 when the predetermined temperature is sensed by the sensor 42.
  • Heat is also supplied to the air/fuel mixture via the heat exchanger comprising the finned heat transfer tubes 30, 31.
  • This arrangement thus provides for a continuous supply of heat to the air/ fuel mixture, which is supplemented at appropriate times by ingestion of a proportion of exhaust gas via passage 21.
  • valve 33 can be situated in the tube 30 or the chamber 32 so as to control the flow of exhaust gas up tube 30 and down the return tube 31, as well as through the connecting passage 21.
  • valve 33 may be arranged to control the flow through some or all of the tubes 31 or none of them.
  • tubes 30, 31 are provided they are preferably arranged in a staggered array to promote greater homogeneity of the air/fuel mixture.
  • mixing elements extending across the intake passage, preferably in staggered array and inclined to the tubes 30, 31.
  • mixing elements can also be heated, to discourage the formation of pools of fuel on their surfaces.
  • control valve 33 might be controlled by a variety of means depending upon the object desired.
  • a mechanical linkage might be provided between the valve and the throttle plate 14, so that as the throttle is opened towards full power, the valve closes to reduce or shut off the supply of exhaust gas to the air/fuel inlet.
  • the internal diameter of the heat transfer tube 22 was approximately " and the external diameter approximately 7/1611
  • the fins 23 attached to the outer surface of the tube had a total surface area approximately 10 times the surface area of the tube 22.
  • the mass flow rate of exhaust gas passing into the intake manifold at engine idling conditions would be approximately 12 per cent of the total exhaust gas flow from the engine and this would reduce progressively to 1 or 2 per cent at full power conditions.
  • An early trial embodiment of the invention when fitted to a multicylinder spark-ignition petrol engine provided a mixture temperature in the air/fuel intake at engine entry of 80°C under idling conditions, and 50°C at full load. It is envisaged that further development will achieve mixture temperatures of about 60°C at idle and 30-40°C at full load.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP79302663A 1978-11-23 1979-11-22 Système pour augmenter la température du mélange air/carburant alimentant un moteur à combustion interne Withdrawn EP0012533A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB4578778 1978-11-23
GB7845787 1978-11-23

Publications (1)

Publication Number Publication Date
EP0012533A1 true EP0012533A1 (fr) 1980-06-25

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EP79302663A Withdrawn EP0012533A1 (fr) 1978-11-23 1979-11-22 Système pour augmenter la température du mélange air/carburant alimentant un moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP0012533A1 (fr)
JP (1) JPS55101757A (fr)
ES (1) ES486234A1 (fr)
GB (1) GB2036175A (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999045263A1 (fr) * 1998-03-07 1999-09-10 Filterwerk Mann+Hummel Gmbh Dispositif de recyclage des gaz d'echappement dans un moteur a combustion interne
DE19930416B4 (de) * 1999-07-02 2011-05-12 Iav Gmbh Vorrichtung zur Kühlung eines zur Saugseite eines Verbrennungsmotors zurückgeführten Abgasmassenstromes
CN102155338A (zh) * 2011-04-11 2011-08-17 李贵阳 带有电子控制装置的汽车发动机进气系统
DE102013215420A1 (de) * 2013-08-06 2015-02-12 Volkswagen Aktiengesellschaft Brennkraftmaschine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2162578B (en) * 1984-08-03 1987-09-23 Ford Motor Co Controlling the temperature of air entering an i.c. engine
DE19932792A1 (de) * 1999-07-14 2001-01-18 Volkswagen Ag Brennkraftmaschine mit Abgasrückführung und Verfahren zur Abgasrückführung

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE463919C (de) * 1922-03-02 1928-08-06 William Phillips Deppe Verfahren und Vorrichtung zur Herstellung von Gasgemisch fuer Brennkraftmaschinen
US1698099A (en) * 1925-08-22 1929-01-08 Kingston Products Corp Gas regenerator
FR956504A (fr) * 1950-02-02
US3237615A (en) * 1962-11-13 1966-03-01 Richfield Oil Corp Exhaust recycle system
US3648672A (en) * 1969-08-10 1972-03-14 Toyo Kogyo Co Device for purifying the exhaust gas of an internal combustion engine to reduce the nitrogen oxide content
US3717130A (en) * 1971-10-14 1973-02-20 Gen Motors Corp Intake manifold for exhaust gas recirculation and method of manufacture
US3866585A (en) * 1970-10-19 1975-02-18 Richard D Kopa High energy fuel atomization and a dual carburetion embodying same
DE2343185A1 (de) * 1973-08-27 1975-03-06 Schladitz Hutzenlaub Gbr Verfahren und vorrichtung zum verdampfen von fluessigen brennstoffen
FR2258535A1 (fr) * 1974-01-22 1975-08-18 August Paul
US3982395A (en) * 1975-02-10 1976-09-28 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust system for multi-cylinder internal combustion
FR2318319A1 (fr) * 1975-07-18 1977-02-11 Secretary Industry Brit Nebuliseur de carburant auto-regulateur pour moteur a combustion interne a allumage par etincelles
DE2636139A1 (de) * 1975-08-12 1977-03-10 Nissan Motor Verbrennungsmotor

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR956504A (fr) * 1950-02-02
DE463919C (de) * 1922-03-02 1928-08-06 William Phillips Deppe Verfahren und Vorrichtung zur Herstellung von Gasgemisch fuer Brennkraftmaschinen
US1698099A (en) * 1925-08-22 1929-01-08 Kingston Products Corp Gas regenerator
US3237615A (en) * 1962-11-13 1966-03-01 Richfield Oil Corp Exhaust recycle system
US3648672A (en) * 1969-08-10 1972-03-14 Toyo Kogyo Co Device for purifying the exhaust gas of an internal combustion engine to reduce the nitrogen oxide content
US3866585A (en) * 1970-10-19 1975-02-18 Richard D Kopa High energy fuel atomization and a dual carburetion embodying same
US3717130A (en) * 1971-10-14 1973-02-20 Gen Motors Corp Intake manifold for exhaust gas recirculation and method of manufacture
DE2343185A1 (de) * 1973-08-27 1975-03-06 Schladitz Hutzenlaub Gbr Verfahren und vorrichtung zum verdampfen von fluessigen brennstoffen
FR2258535A1 (fr) * 1974-01-22 1975-08-18 August Paul
US3982395A (en) * 1975-02-10 1976-09-28 Toyota Jidosha Kogyo Kabushiki Kaisha Exhaust system for multi-cylinder internal combustion
FR2318319A1 (fr) * 1975-07-18 1977-02-11 Secretary Industry Brit Nebuliseur de carburant auto-regulateur pour moteur a combustion interne a allumage par etincelles
DE2636139A1 (de) * 1975-08-12 1977-03-10 Nissan Motor Verbrennungsmotor

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999045263A1 (fr) * 1998-03-07 1999-09-10 Filterwerk Mann+Hummel Gmbh Dispositif de recyclage des gaz d'echappement dans un moteur a combustion interne
DE19930416B4 (de) * 1999-07-02 2011-05-12 Iav Gmbh Vorrichtung zur Kühlung eines zur Saugseite eines Verbrennungsmotors zurückgeführten Abgasmassenstromes
CN102155338A (zh) * 2011-04-11 2011-08-17 李贵阳 带有电子控制装置的汽车发动机进气系统
DE102013215420A1 (de) * 2013-08-06 2015-02-12 Volkswagen Aktiengesellschaft Brennkraftmaschine

Also Published As

Publication number Publication date
ES486234A1 (es) 1980-09-16
JPS55101757A (en) 1980-08-04
GB2036175A (en) 1980-06-25

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Inventor name: LITTLESON, MATTHEW PERRY

Inventor name: BANNELL, JOHN LESLIE KINGSFORD

Inventor name: BOAM, DENIS JOHN