US3778038A - Method and apparatus for mixing and modulating liquid fuel and intake air for an internal combustion engine - Google Patents

Method and apparatus for mixing and modulating liquid fuel and intake air for an internal combustion engine Download PDF

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US3778038A
US3778038A US00151373A US3778038DA US3778038A US 3778038 A US3778038 A US 3778038A US 00151373 A US00151373 A US 00151373A US 3778038D A US3778038D A US 3778038DA US 3778038 A US3778038 A US 3778038A
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fuel
air
zone
mixture
engine
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US00151373A
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J Eversole
L Berriman
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Dresser Industries Inc
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Dresser Industries Inc
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    • 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
    • F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
    • F02M9/12—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having other specific means for controlling the passage, or for varying cross-sectional area, of fuel-air mixing chambers
    • F02M9/127—Axially movable throttle valves concentric with the axis of the mixture passage
    • 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
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • F02M19/08—Venturis
    • 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
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • F02M19/12—External control gear, e.g. having dash-pots
    • F02M19/124—Connecting rods between at least two throttle valves
    • 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
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/12—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves
    • F02M7/18—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel-metering orifice
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/56—Variable venturi

Definitions

  • ABSTRACT A combustible mixture of air and minute fuel droplets is produced for supply to the cylinders of an internal combustion engine. This mixture is formed by accurately controlling both the atomization of fuel and the mass flow rate of air over substantially the entire operating range of the engine. These controls are accomplished by introducing liquid fuel into a stream of intake air and uniformly distributing the fuel in the air followed by passing the air and fuel mixture through a constricted zone to increase the velocity of the mixture to sonic. The sonic velocity air at the constricted zone divides the fuel into minute droplets that are uniformly entrained throughout the air stream.
  • the area of the constricted zone and the quantity of fuel introduced are adjustably varied in correlation with operating demands imposed upon the engine. Downstream from the constricted sonic zone, the air and fuel mixture is accelerated to supersonic velocity in a supersonic zone without imparting substantial turbulent flow thereto. Thereafter the mixture is decelerated to subsonic velocity in a subsonic zone to produce a shock zone where the fuel droplets entrained in the air are believed to be further subdivided and uniformly distributed throughout the combustible mixture before the mixture is supplied to the engine cylinders.
  • the supersonic and subsonic velocities occur in a gradually increasing cross-sectional area corresponding to that of a conical section having an apex angle in the range of about 6 to 18.
  • Operation of the engine with such a combustible mixture results in substantially reduced levels of undesirable exhaust emissions, and also permits operation of high compression ratio engines on relatively low octane fuel with good power and fuel economy characteristics. Additionally, misfire does not occur even when the engine is operated on rela tively lean air-fuel ratios.
  • the present invention relates generally to gasoline internal combustion engines and more particularly concerns a method and apparatus for mixing and modulating liquid fuel and intake air in order to reduce the undesirable exhaust emissions from such engines.
  • a carburetor connected to the intake manifold of the engine. While these carburetors differ considerably in detail, their overall operation is basically the same in that fuel is drawn from a float-controlled fuel reservoir through one or more small fuel jets by the pressure drop created as the air flows through a fixed venturi section formed in the throat of the carburetor. During normal operation the air flow through the carburetor and, hence, the amount of fuel drawn through the metering jets is controlled by a butterfly-valve-type throttle plate.
  • a vacuum in the intake manifold only slightly below threshold vacuum willjust produce sonic velocity through the throttle opening.
  • This condition which is referred to hereinafter as the unchoking point" occurs at about 12 in. Hg. for a typical carburetor.
  • Sonic velocity of the intake air through the throttle opening also occurs at manifold vacuums above the unchoking point, in other words, in the range of about 12 to 24 in. Hg. during normal operation.
  • the fuel is typically introduced through an idle jet located just below the lower side of the throttle plate when it is in the idle position.
  • an idle jet located just below the lower side of the throttle plate when it is in the idle position.
  • a rich air-fuel mixture is one that contains more than one pound of fuel for every 15.5 pounds of air and that a lean air-fuel mixture is one that contains less than one pound of fuel for every 15.5 pounds of air.
  • the principal air pollutants emanating from internal combustion engines have been identified as unburned hydrocarbons (I-IC), carbon monoxide (CO), and the oxides of nitrogen (N).
  • I-IC unburned hydrocarbons
  • CO carbon monoxide
  • N oxides of nitrogen
  • a further object of the invention is to provide a method and apparatus for mixing and modulating liquid fuel and intake air which is effective to finely divide and entrain the liquid fuel in the intake air and to form such a substantially uniform and homogeneous mixture, preferably without the fuel being completely vaporized, so that substantially complete combustion occurs each cycle in every cylinder and that, due to the nature of the mixture formed, misfire does not occur when operating at air-fuel ratios on the order of 20:1.
  • a related object of the invention is to provide a new and improved liquid fuel and intake air mixing and modulating apparatus and method of the above character which, due to the nature of the air-fuel mixture formed, results in operation of the engine with combustion taking place at lower temperatures and possibly somewhat differently to thereby reduce the production of the oxides of nitrogen at peak operating conditions and also permit a reduction in the fuel octane requirement even for high compression ratio gasoline engines.
  • Another object of the invention is to provide a method and apparatus for mixing and modulating liquid fuel and intake air which not only satisfies the foregoing objects over substantially the entire range of engine operating conditions but which also results in improved engine response and a decrease in fuel consumption for a given power output or an increase in power output for a given fuel consumption as compared with similar engines not equipped with the liquid fuel and intake air mixing and modulating apparatus of the present invention.
  • method and apparatus for producing a uniform combustible mixture of air and minute liquid fuel droplets for supply to the cylinders of an internal combustion engine.
  • Liquid fuel is introduced into a stream of intake air and uniformly distributed therein.
  • the velocity of the air and fuel mixture is substantially increased by passing it through a throat zone, and the fuel is minutely divided and uniformly entrained as droplets throughout the air at the throat zone.
  • the area of the throat zone and the quantity of fuel introduced into the stream of intake air are adjustably varied in correlation with operating demands imposed on the engine. Downstream from the throat zone, the air and fuel mixture is accelerated to supersonic velocity in a supersonic zone.
  • the mixture is decelerated to subsonic velocity in a subsonic zone to produce a shock zone where the fueldroplets are believed to be further subdivide'd and uniformly distributed throughout the combustible mixture.
  • the mixture is then supplied to the engine cylinders.
  • the supersonic and subsonic zones provide a gradually increasing cross-sectional area corresponding to that of a conical section having an apex angle in the range of about 6 to 18 degrees for efficient recovery of the kinetic energy of the supersonic velocity air and fuel mixture as static pressure.
  • the quantity of fuel delivered into the air stream may be controlled to provide a substantially constant air-tofuel ratio of the mixture over a wide range of engine conditions. Since the air flow is maintained at sonic velocity through the throat zone over a wide range of engine conditions, the mass flow rate of air being supplied to the engine is directly proportional to the crosssectional area of the throat zone. Thus, by controlling the rate of fuel delivered to the air stream in direct proportion to the area of the throat zone, the air-to-fuel ratio of the mixture supplied to the engine remains substantially constant.
  • FIG. 1A is a schematic perspective of the liquid fuel and intake air mixing and modulating device of the present invention installed on the intake manifold of a gasoline engine, illustrated here in phantom;
  • FIG. 1B is a diagrammatic view of the liquid and intake air mixing and modulating device of the present invention.
  • FIGS. 2A and B are somewhat exaggerated schematic illustrations of alternate throat sections for the liquid fuel and air mixing and modulating device shown in FIG. 1;
  • FIG. 3 is a vertical cross-section through one form of the liquid fuel and intake air mixing and modulating device of the present invention
  • FIGS. 4 and 5 are cross-sections substantially as seen along lines 44 and 5-5, respectively, in FIG. 3;
  • FIG. 6 is a vertical cross-section similar to FIG. 3 of a modified form of the liquid fuel and intake air mixing and modulating device of the present invention
  • FIGS. 7 and 8 are cross-sections substantially as seen along lines 7-7 and 88, respectively, in FIG. 6;
  • FIG. 9 is a plan view, with certain portions in sections, of another form of the liquid fuel and intake air mixing and modulating device of the present invention.
  • FIG. 10 is a front elevation, partially in section, of the device shown in FIG. 9;
  • FIGS. 11 and 12 are vertical cross-sections substantially as seen along lines 11-11 and 1212, respectively, in FIG. 9;
  • FIG. 13 is a view of the bottom of the device shown in FIG. 9;
  • FIG. 14 is a vertical cross-section, similar to FIG. 11, of an alternative embodiment of the present invention.
  • FIG. 15 is a section substantially as seen along line 1515in FIG. 14;
  • FIG. 16 is a schematic diagram of the fuel supply sys tem of the present invention.
  • FIG. 17 is a vertical cross-section, similar to FIG. 14, illustrating certain modifications in the device
  • FIGS. 18 and 19 are graphs containing plots of vacuum profiles across the throat of two of the modified devices illustrated in FIG. 17;
  • FIG. 20 is a vertical cross-section, similar to FIG. 14, illustrating certain additional modifications of the device
  • FIGS; 21 and 22 are graphs containing plots of vacuum profiles across the throat of two of the modified devices illustrated in FIG. 20;
  • FIG. 23 is a vertical cross-section similar to FIG. 14, illustrating certain additional modifications of the device.
  • FIG. 24 is a vertical cross-section, similar to FIG. 1 1, illustrating a modificationof this device.
  • FIG. 1A a liquid fuel and intake air mixing and modulating device 20 of the present invention illustrated schematically as installed on the intake manifold 21 of a conventional gasoline engine, shown here in phantom. While the engine illustrated is an inline 6-cylinder engine, the liquid fuel and intake air mixing and modulating device 20 of the present invention is not limited for use on such an engine. Rather, it should be understood that the present invention is equally applicable for use with gasoline engines having different cylinder numbers and arrangements such as, for example, but without limitation: 2, 4, 6, 8 and 12 cylinders in inline, V, horizontally opposed, and rotary arrangements.
  • the intake manifold 21 is provided with three branches 22, each of which serves the intake ports of a respective one of the pairs of front, rear and center cylinders.
  • the invention is not limited to the illustrated manifold arrangement and the manifold may be provided with a separate branch for each cylinder, if desired.
  • the liquid fuel and intake air mixing and modulating device 20 of the present invention includes an intake air duct 25 which is provided with means for selectively constricting the flow of intake air to significantly increase the velocity thereof prior to admitting the intake air into the intake manifold 21.
  • the illustrated means for constricting or throttling the flow of intake air includes a member 26 disposed concentrically and in axially movable relation to a converging section 27 of the intake air duct 25.
  • the movable member 26 and the converging section 27 of the duct 25 are formed with generally circular cross-sections so as to define therebetween a throat an annular orifice, the cross-sectional area of which is variable as the member 26 is moved, and which defines a uniform opening around its circumference for each position of the member 26. It will be understood, of course, that other forms of throat constrictions may also be employed without departing from the present invention.
  • FIG. 1B diagrammatically illustrates a mixing device 8 of the present invention for supplying a uniform combustible mixture of minute liquid fuel droplets and air to the intake manifold of an internal combustion engine.
  • Intake air is drawn through the device 8 from a converging intake air zone 9 in response to the intake manifold vacuum. As the air travels deeper into the intake air zone 9, its velocity is increased.
  • Liquid fuel 10 from lines 11 is introduced at 12 into the intake air stream and uniformly distributed therein before the mixture passes through a throat or constricted zone 13 located between an axially movable plug or modulator 14 and the adjacent wall structure.
  • the velocity of the air is increased to sonic in the constricted zone 13 to thereby minutely divide and uniformly entrain the fuel as droplets throughout the air stream.
  • the crosssectional area of the constricted zone 13 together with the quantity of fuel 10 introduced at 12 into the stream of air are adjustably varied in correlation with operating demands imposed upon the engine to which the mixture is supplied. Adjustment of the cross-sectional area of the constricted zone 13 is accomplished by axially moving the plug or modulator 14 in response to the engine demands while the quantity of fuel introduced is controlled by suitable valving 15.
  • shock zone 18 occurs at the transition between the supersonic and subsonic zones, 16 and 17,-respectively.
  • the kinetic energy of the high velocity intake air and entrained fuel is efficiently recovered as static pressure in the subsonic zone 17.
  • the supersonic and subsonic zones share common diverging walls 19 that provide a gradually increasing cross-sectional area corresponding to that ofa conical section having an apex angle in the range of 6 to 18 degrees.
  • Such recovery enables sonic air flow through the constricted zone 13 at all manifold vacuum levels of the engine down at least to five inches mercury vacuum. Such vacuum levels represent virtually the entire operating range of the engine.
  • unlike conventional carburetors because air is maintained at sonic velocity through the constricted zone the mass flow rate of air being supplied to the engine is directly proportional to the crosssectional area of the constricted zone.
  • the air-tofuel ratio of the mixture supplied to the intake manifold remains substantially constant.
  • the engine may be operated without misfire on a relatively lean and unvarying air-to-fuel ratio substantially in excess of those normally encountered in conventional carburetors.
  • the duct 25a is provided with an upper or upstream portion 27a of converging cross-section in the downstream direction with respect to the flow of intake air.
  • the point of maximum constriction of the duct 25a is represented here by a plane 280 passing transversely through the duct 25a and below the plane 28a the duct is provided with a portion 29a of diverging cross-section.
  • the axially movable member 26a is formed with a converging lower end portion having an angle of convergence less than the angle of convergence of the portion 27a of the duct 25a. Since both the converging portion 27a of the duct and the member 26a are preferably formed with circular cross-sectional shapes, there is formed therebetween a variable area annular orifice or throat zone located in the plane 28a.
  • the duct 25b is also provided with an upper or upstream portion 27b of converging cross-section in the downstream direction but here the axially movable member 26b is formed with a converging lower end portion having an angle of convergence greater than the angle of convergence of the portion 27b.
  • This arrangement provides that the point of maximum constriction in the duct 25b lies in a movable plane 28b which passes through the widest portion of the member 26b and intermediate the ends of the converging portion 27b. It will also be seen that, due to the differing angles of convergence of the member 26b and throat portion 27b, there is formed an annular section of diverging cross-section located in the duct 25b below the plane 28b.
  • the duct 25b is also preferably formed with a portion 29b of diverging cross-section downstream of the converging portion 27b with respect to the direction of flow. While the planes 28b and 28b are both shown as defined by sharp edges, it will be understood that these planes may have some thickness, on the order of about 0.1 inch, for example.
  • the member 26 and converging section 27 cooperate to define a throat to constrict the flow of intake air drawn through the duct 25 resulting in a significant increase in velocity of the intake air prior to its admission into the intake manifold 21.
  • the pressure in the intake manifold 21 is below atmospheric, i.e., a vacuum condition exists in the manifold. Generally this vacuum ranges between 6 and 24 inches of mercury vacuum depending on the engine speed and load conditions.
  • the intake manifold vacuum may, however, fall below 6 inches Hg. during rapid acceleration and may occasionally exceed 24 inches Hg. during rapid deceleration.
  • a diffuser By gradually increasing the cross-sectional area of the intake air duct below the point of maximum constriction of the throat, i.e., below the variable area throat zone, a diffuser is formed.
  • the cross-sectional area increases with distance from the throat constriction similar to that provided by a cone having an apex angle of about 6 to 18, preferably 8 to 12.
  • Such a diffuser section is shown in exaggerated form in the embodiments illustrated in FIGS. 18, 2A and 2B.
  • the gradual increase in cross-sectional area provided by the diffuser section enables a substantial portion of the kinetic energy of the high velocity intake air to be recovered as static pressure and this substantially lowers the intake manifold vacuum unchoking point at which sonic velocity through the throat is still achieved.
  • the liquid fuel and intake air mixing and modulating device of the present invention is effective to produce sonic velocity at the throat and supersonic velocity and a shock wave in the diffuser section over substantially the entire range of intake manifold vacuum conditions encountered in normal operation of the engine.
  • diffuser is used herein as descriptive of the divergent section of gradually increasing crosssectional area below the throat constriction, those skilled in the art will recognize that, technically speaking, the initial portion of this divergent section actually functions as a supersonic nozzle under the conditions just described.
  • a supersonic zone 16 is provided immediately downstream from the throat zone 13, and the velocity of the air and fuel mixture is accelerated to supersonic velocity in the supersonic zone when the manifold vacuum is above the unchoke point.
  • the manifold vacuum is below the unchoke point, supersonic velocity no longer exists in zone 16.
  • the supersonic zone 16 connects with a subsonic zone 17 in the gradually increasing cross-sectional area 19 below the throat zone 13.
  • the transition from supersonic to subsonic velocity produces a non-turbulent shock zone 18 when the manifold vacuum is above the unchoke point, and the fuel droplets are believed to be further subdivided and distributed throughout the air as they pass through the shock zone.
  • liquid fuel is introduced substantially uniformly into the flow pathof the intake air in a fuel delivery zone at or before the point of maximum constriction of the throat of the mixing and modulating device 20.
  • the liquid fuel is finely divided and entrained in the high velocity intake air.
  • the velocity of air at the throat is at sonic velocity, a substantial and useful portionof the finely divided fuel remains entrained in the intake air as it passes through the intake manifold and into the cylinders of the engine.
  • an otherwise conventional gasoline engine fitted with the liquid fuel and intake air mixing and modulating device 20 of the present invention produces significantly lower levels of undesirable exhaust emissions than the same engine with its normal carburetor.
  • a 1963 Rambler American 220 with a six-cylinder inline engine of 197 cubic inch displacement and an 8.7:1 compression ratio was tested for exhaust emissions when equipped with its standard one barrel carburetor and when equipped with a liquid fuel and intake air mixing and modulating device of the present invention.
  • the car was tested on a standard Clayton chassis dy- 'namom'eter with a normal road load effectively applied at the rear wheels of the car.
  • Hydrocarbon exhaust emissions in parts per million were continuously monitored with a Beckman non-dispersive infra-red spectrometer sensitized to hexane.
  • the percentage of free oxygen in the exhaust was also continuously monitored with a Beckman paramagnetic oxygen analyzer.
  • the percentage of carbon monoxide in the exhaust was periodically spot checked with a Bacharach carbon monoxide analyzer.
  • a modified Saltzman solution was used to periodically detennine the oxides of nitrogen present in the exhaust in parts per million.
  • Table l for operation of the car at both 30 and 50 mph. In each case, the figures presented represent the average of several test samples.
  • the liquid fuel and intake air mixing device A of the present invention which was used on the Rambler car engine for the above tests is illustrated in more detail in FIGS. 3-5.
  • the device A generally indicated at 30, includes an intake air duct 31 having a portion 32 converging in the downstream direction with respect to the flow of intake air.
  • an axially movable throat modulator 33 is disposed coaxially in the duct 31.
  • the modulator 33 is formed with a converging lower end portion 34 which together with the lower end of the converging portion 32 form a throat in the form of a variable area annular orifice 35 (see FIG. 5).
  • Intake air is drawn into the duct 31 through an intake conduit 36 which projects tangentially through a cover 37 over the large end of the duct.
  • the intake air then flows through the duct and the converging portion 32 where the flow is constricted by the modulator 33 to substantially increase the velocity of the intake air prior to its passing through a discharge conduit 38 and into the intake manifold of the engine.
  • the duct 31 includes a diverging portion 39 located downstream of the point of maximum constriction or throat 3S and in this regard the arrangement of the device 30 is generally similar to that schematically illustrated in FIG. 2A.
  • Liquid fuel is supplied to the mixing and modulating device 30 illustrated in FIGS. 35 by means of a fuel nozzle 40.
  • the fuel nozzle 40 projects axially into the duct 31 through the cover 37 and the discharge end of the nozzle is centered in the duct well above the point of maximum constriction of the throat.
  • the liquid fuel is preferably sprayed into the duct 3l'from the discharge end of the nozzle in a substantially symmetrical pattern.
  • the illustrated nozzle 40 is of the air aspirating type and includes a baffle 41 located at right angles to the discharge end of the nozzle to symmetrically distribute the liquid fuel in a generally radial direction.
  • the nozzle was supplied with air under pressure of about 40 psi and the flow of fuel through the nozzle was regulated by a valve (not shown).
  • the duct 31 and throat 35 are preferably mounted with their axes oriented substantially vertically.
  • the liquid fuel which is sprayed from the nozzle 40 and reaches the inner wall of the duct 31, runs down the sloping wall of the converging portion in a generally uniform manner to the point of maximum constriction or throat 35 defined between the portion 32 and the modulator 33.
  • the high velocity air strips the liquid fuel film from the wall and finely divides and entrains the fuel in the intake air.
  • the modulator 33 is axially movable.
  • the modulator 33 is mounted on a control rod 45 threadably received in a boss 46 formed on the discharge conduit 38.
  • a knurled knob 47 is provided on the lower end of the rod 45 for conveniently turning the rod to raise or lower the modulator 33 relative to the throat 35 and thus increase or decrease the area of the annular orifice.
  • FIGS. 6-8 Another embodiment of the mixing and modulating device B of the present invention is illustrated in FIGS. 6-8.
  • this device B indicated generally at 50 is similar to the device A illustrated in FIGS. 3-5 and like reference numerals have been used to indicate the duct 31, the cover 37, the tangential intake passage 36 and the fuel nozzle 40.
  • the converging portion 52 and the modulator 53 of this embodiment follow the schematic arrangement shown in FIG. 28 rather than that shown in FIG. 2A.
  • the throat or point of maximum constriction, in the form of an annular orifice 54 defined between the converging portion 52 and modulator 53 is not at a fixed location as in the FIG. 3 embodiment, but rather is located in movable plane (represented by the section line 8-8 in FIG. 6) which passes through the widest portion of the tapered lower end of the modulator 53.
  • the mixing and modulating device 50 shown in FIGS. 6-8 employs a different means for raising and lowering the modulator 53 in the throat 54 than the device 30 shown in FIG. 3.
  • the raising and lowering means is in the form of a crank arm 55 from which the modulator 53 is suspended by a link 56.
  • the crank arm 55 is carried on a cross shaft 57 projecting through the duct 31 and another crank arm 58 at one end of the cross shaft is provided for regulating the movement of the modulator 53.
  • This arrangement not only permits more convenient control of the movement of the modulator 53, but also, permits the modulator position control linkage to be coupled to the fuel control valve (not shown) in order to coordinate the quantities of both liquid fuel and intake air introduced into the engine.
  • a liquid fuel and intake air mixing and modulating device B of the type illustrated in FIGS. 6-8 was also tested on the 1963 Rambler automobile discussed above. The results of these tests, which again represent the averages of several samples, are presented below in Table II.
  • liquid fuel and intake air mixing and modulating device of the present invention produces such significant reductions in the undesirable exhaust emissions is due primarily to two correlated factors, namely, the nature and the uniformity of the entrained fuel and intake air mixture produced by the device.
  • the nature and uniformity of this air-fuel mixture greatly reduces the cylinder to cylinder and cycl to cycle variations that tend to produce misfires and incomplete combustion in conventional carburetor systems.
  • the air-fuel mixture which may be utilized in the present invention is substantially leaner than those heretofore employed.
  • carburetors In order to decrease the production of unburned hydrocarbons and carbon monoxide, carburetors have recently been set to provide air-fuel mixtures close to or slightly greater than the stoichiometric ratio. While this has been effective to reduce hydrocarbon and carbon monoxide emissions due to more complete combustion of the air-fuel mixture it has also increased the production of the oxides of nitrogen as a result of the higher combustion temperatures. In fact, it has been found that production of the oxides of nitrogen are highest at slightly leaner than stoichiometric air-fuel ratios.
  • the engine can be run on air-fuel mixtures much leaner than stoichiometric without misfiring which usually results from intermittently exceeding the lean limits of the air-fuel ratio on a cylinder to cylinder or cycle to cycle basis.
  • An air-fuel ratio of 20:1 provides approximately 30 percent more oxygen for combustion than is available at the stoichiometric ratio.
  • the exhaust gas will contain about percent free oxygen.
  • this free oxygen with its associated quota of nitrogen, has been found to be associated with a reduction in the peak combustion temperature and a reduction in the formation of the oxides of nitrogen.
  • the fuel need not be vaporized outside the engine cylinders
  • the air-fuel mixture delivered'to the cylinders can be cooler, and is more dense for this reason, and also it is more dense because the finely divided liquid fuel displaces less volume than does vaporized fuel. lt will be appreciated, of course, that a denser air-fuel charge produces more power than a less dense one. Thus, the power output of the engine is increased from this factor.
  • the temperature of the air-fuel charge at the end of compression in the present invention is also lower than that in conventional engines which depend upon heating the intake air to vaporize the fuel.
  • the lower final compression temperature in the present invention is due to the lower temperature of the air-fuel mixture initially drawn into the cylinders as explained above.
  • the final compression temperature in the present invention is further reduced by virture of the use of some of the heat of compression to vaporize fuel within the cylinders.
  • the combustion temperature will also be lower in the present invention as compared to conventional system. As noted above, less oxides of nitrogen are produced at lower combustion temperatures.
  • the lower compression temperature also appears to have a bearing on the octane requirement of the fuel for a given engine. Since the compression temperature is lower, the air-fuel charge for an engine of a given compression ratio is less likely to self-ignite. Thus, the same fuel can be used in higher compression ratio engines or a lower octane fuel can be used in a given compression ratio engine. The latter, of course, permits a savings in fuel costs because the lower octane fuel is normally sold at a price below that of the higher octane premium fuel.
  • the nature of the air-fuel charge of the present invention is also believed to result in lowering the octane requirement of the fuel. Hence, this stems from a modification of the combustion process resulting from the air-fuel charge as formed by the mixing and modulating device of the present invention. It has been found for example that, in a 1963 Buick V-8 engine of 215 cubic inch displacement having a 1 1:1 compression ratie, the present invention produces excellent results both in terms of power and low exhaust emissions on unleaded regular gasoline of about 84-86 octane rating as well as regular grade leaded gasoline of about 91-93 octane rating. On the other hand, this engine when equipped with its regular 4-barrel carburetor required leaded premium grade gasoline of about 98-100 octane rating.
  • this embodiment of the device C indicated generally at 60, like the two previously described embodiments and 30, includes a throat insert 61 defining a converging portion 62 and a modulator element 63 between which there is defined a throat in the form of an annular orifice 65.
  • a throat insert 61 defining a converging portion 62 and a modulator element 63 between which there is defined a throat in the form of an annular orifice 65.
  • the modulator 63 is in its uppermost position in the insert 61 and the orifice has its greatest crosssectional area.
  • the modulator 63 is provided with a lower converging end portion 64 which has an angle of convergence more than the angle of convergence of the portion 62.
  • the respective angles of convergence of the modulator 63 and of the portion 62 are 44 and 28.
  • these two elements thus define a diffuser section to convert a substantial portion of the kinetic energy of the high velocity air to static energy thus permitting sonic air velocity through the orifice over an extended range of intake manifold vacuum conditions.
  • the throat insert 61 is V I 0 I TABLE V HC CO N01 02 Fuel p.p.m. percent p.p.m. percent A/F m.p.g.
  • the fuel was introduced into the device as a spray through the nozzle 40 with approximately 40 psi air pressure used to aspirate the fuel from the nozzle. It has been found, however, that it is not essential that the fuel be sprayed into the device. As shown below in Table VI, the Buick engine was also tested with approximately 20 hp applied at-the rear wheels to further explore the efficiency of the present invention.
  • Liquid fuel is supplied to the device 60 through a 60 conduit 68 connected to an annular body 69 in which TABLE VI HC CO NO, 0 Power Fuel p.p.m. percent p.p.m. percent HP.
  • the throat insert 61 is mounted.
  • the body 69 is formed with an annular groove 70 comlmunicating with the conduit 68 (see FIGS. 9 and 10) to distribute the fuel around the outside of the insert 61.
  • Above the groove under pressure by a pump 130 (FIG. 16) to a fuel regulating valve 100 connecting the supply line 68 to the body 69 of the device.
  • the valve 100 includes a metering orifice 101 and a tapered needle 102 which regu- 70, the body 69 is formed with an enlarged bore provid- 5 lates the flow of fuel through the orifice.
  • the needle is ing a clearance space 71 between the body 69 and the reciprocally mounted in a packing gland 103 of valve insert 61. The fuel flows from the groove 70 up through 100.
  • the high velocthe link 105 is provided with a slot 108 which receives ity ajr St l'igs tlg liguid fueljrggrthe wall and er trains a pin 109 on the control link 81 and at the other end it in finely divided form in the intake air.
  • the velocity the link has a slot 110 which receives a pin 111 secured of the intake air is then reduced substantially as it in a block 112 reciprocally mounted in a guide channel passes through the diffuser section of the device 60 and 1 13 defined in a portion of the frame 99.
  • the link 105 rotates ful portion of the finely divided fuel remains entrained bout pin 1 1 and mO eS the needle alve 102 to the in the intake air as it passes into the engine cylinders. right, decreasing the opening through the metering ori- To regulate the degree of restriction of the annular fice 101. orifice 65, the modulator 63 is mounted for axial move- To adjust the fuel flow for a given setting of the modrnent in the throat insert 61. As seen in FIGS. 941 the ulator. he thr en 10 0f he needle can be modulator 63 is centered in the throat insert 61 by a ed in Or Out O the block 106 to decrease or inweb 75 connected to the upper end of the body 69.
  • the rate modulator carries a ball bearing type nut 76 which reof change of fuel flow with changes in the Position of ceives the threaded end of an operating rod 77.
  • Rotathe hicduietcl' y also be effected y chahgihg the tion of the modulator 63 is prevented by a pin 78 excation of the Pivot P 111 about which the link 105 tending downwardly from the web 75 into an opening This is accomplished y turning a screw 115 in the upper portion of the modulator.
  • the ball nut 76 causes the modulator 63 to in an end Plate 116 cf the frame y changing the move u or dow d di on h di i Ofrotapivot point of the link 105 the amount of movement of tion of the rod, thus changing the cross-sectional area the heedie 102 is changed i'eiative to the control link of the annular orifice 65.
  • Apiston 124 in the cylmechanism 80 The shaft carries another gear 85 that inder carries a rack 125 engageable with the gear 85. meshes with a gear 86 on another shaft 87. Anoth As the vacuum at the port increases, the piston 124 gear 88 on shaft 87 in turn meshes with a gear 89 on moves the rack in a direction to lift the modulator a shaft 90 the lower end of which carries a sprocket 91 45 6 d thereby reduces the vacuum. This permits a (see FIG. 12).
  • the lower end of the control rod 77 also much O er force to be applied to the control link 81 carries a sprocket 92 which is coupled to the sprocket to adjust the Position of the modulator 91 by a suitable chain 93 (see FIG. 13).
  • the modulator IGS. 9-13 has been successfully applied to the engine 63 is moved down as seen in FIG. 11 a d vice ver 50 of a 1970 Ford Torino.
  • This engine has a displacement
  • It in- Iator are adjustably fixed b means of pins 95 nd 96 cludes a four-barrel carburetor as standard equipment on the link which abut set screws 97 and 98 on the and premium grade fuel is recommended.
  • throat insert 61d and the modulator 63d were fabricated to function in accordance with the design schematically shown in FIG. 2A.
  • the throat or point of maximum constriction in the form of an annular orifice 65d defined between the throat insert 61d and modulator 63d, is located in a fixed plane, represented by section line -15 in FIG. 14.
  • the angle of convergence of the modulator is 30 and that for the throat insert 61d is 100 above the orifice 65d and 10 below the orifice.
  • the throat insert 61d and the modulator 63d cooperate to form a diffuser section of gradually increasing cross-sectional area downstream of the throat.
  • the vacuum advance mechanism When the vacuum advance mechanism is deactivated, the ignition timing is varied with engine speed by a centrifugal advance mechanism between 4 BTDC at idle and 20 BTDC at 50 mph. As shown in Table XI deactivating the vacuum advance mechanism results in cutting the HC and NO, emissions approximately in half during the seven-mode hot cycle tests when the engine is equipped with its standard four-barrel carburetor.
  • fuel is drawn from the fuel tank by an electric fuel pump 131) set to produce a pressure of 6.5 psi in a supply line 131.
  • the fuel passes through a filter 132 connected between the supply line 131 and a fuel feed line 133.
  • a return line 134 is also connected to the filter 132 through a restriction 135 such that fuel in excess of engine demand is constantly filtered and returned to the fuel tank.
  • Branch line 136 includes a constant pressure regulator 138 set at 4.5 psi and a metering valve 139 controlled by engine manifold vacuum by a diaphragm actuator 140. Excess fuel delivered to the metering valve is returned to the fuel tank through return line 141.
  • Branch line 137 includes three constant pressure regulators 142-144 connected in series and set at 2.5 psi, 2.0 psi and 1.5 psi, respectively.
  • a bypass line 145 Connected between regulators 142 and 143 and the downstream end of branch line 137 is a bypass line 145 having a solenoid valve 146.
  • Another bypass line 147 with a solenoid valve 148 is connected between regulators 143 and 144 and the downstream end of branch line 137.
  • a temperature switch 149 and a pressure switch 150 are connected in parallel to solenoid 146 and a temperature switch 151 and pressure switch 152 are connected in parallel to solenoid valve 148.
  • the temperature switches 149 and 151 are disposed to sense cooling water in the engine jacket and are set to open at 85F and 90F, respectively.
  • the pressure switches 150 and 152 sense manifold vacuum and are set to open at 9 inches and inches of mercury vacuum, respectively.
  • An oil pressure switch 153 set to remain open until oil pressure is detected is connected in series between ground and each of the switches 149-152.
  • a source of electrical potential, such as a 12 volt battery is connected to the other end of the coil of each of the solenoid valves 146 and 148 to complete the respective electrical circuits.
  • bypass line 155 is connected between pressure regulator 138 and a point in the delivery line 68 between the needle valve 100 and the mixing and modulating unit 60.
  • the bypass 155 includes a pressure accumulator 157 and a pair of spring loaded check valves 158 and 159, one on either side ofthe accumulator.
  • the primary path of fuel flow to the unit 60 is through branch line 137 and pressure regulators 142-144 which deliver fuel to the needle valve 100.
  • branch line 137 The primary path of fuel flow to the unit 60 is through branch line 137 and pressure regulators 142-144 which deliver fuel to the needle valve 100.
  • additiorial fuel is supplied to the needle valve 100 through bypass line 145 until the engine water temperature reaches F. and then through bypass line 147 until the water temperature reaches F. Thereafter primary fuel is delivered through branch line 137, passing through all three pressure regulators 142-144.
  • a small quantity of supplementary fuel is also delivered to the modulator 60 from the accumulator 157.
  • Check valve 158 is set to open at approximately 4 psi to supply the accumulator, which is in the form of a small piston and cylinder combination, from branch line 136.
  • the other check valve 159 is set to open at approximately 6 psi so that there is no flow through the accumulator until its piston is advanced by the throttle linkage increasing the pressure within the accumulator to above 6 psi.
  • W n V In the illustrated fuel control system, additional fuel is also supplied to the unit 60 through bypass lines and 147 when the engine is under load and the manifold vacuum drops below 9 and 10 inches I-Ig., respectively.
  • the liquid fuel is supplied to the mixing and modulating device of the present invention in a fuel delivery zone at or before the point of maximum constriction defined between the throat insert and the modulator. This insures that the liquid fuel is subjected to and finely divided by the shearing action of the high velocity air flow which increases to sonic at the throat zone and supersonic just downstream of the throat in the diffuser.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Silencers (AREA)
  • Pressure-Spray And Ultrasonic-Wave- Spray Burners (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
US00151373A 1970-03-06 1971-06-09 Method and apparatus for mixing and modulating liquid fuel and intake air for an internal combustion engine Expired - Lifetime US3778038A (en)

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US1708670A 1970-03-06 1970-03-06
US15137371A 1971-06-09 1971-06-09

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AU (1) AU463361B2 (fr)
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US3868936A (en) * 1971-03-19 1975-03-04 Renault Fuel injection systems
US3931814A (en) * 1972-09-28 1976-01-13 Regie Nationale Des Usines Renault Cylinder-induction responsive electronic fuel feed control carburetors
US4049758A (en) * 1973-07-30 1977-09-20 Dresser Industries, Inc. Fuel introduction device for internal combustion engine
US3903215A (en) * 1973-08-31 1975-09-02 Gen Motors Corp Sonic throttle carburetor
US3953548A (en) * 1973-09-13 1976-04-27 Robert Bosch Gmbh Fuel injection system
DE2457425A1 (de) * 1974-01-04 1975-07-17 Dresser Investments Variables venturimischrohr zum mischen und regulieren fluessigen brennstoffes mit der einlassluft einer brennkraftmaschine
US3949025A (en) * 1974-01-04 1976-04-06 Dresser Industries, Inc. Variable throat venturi apparatus for mixing and modulating liquid fuel and intake air to an internal combustion engine
DE2462819C2 (de) * 1974-01-04 1984-10-25 Dresser Investments N.V., Willemstad, Curacao Vergaser für Brennkraftmaschinen
US3942553A (en) * 1974-01-10 1976-03-09 Process Systems, Inc. Digital fluid flow control system with trim adjustment
US3931368A (en) * 1974-02-04 1976-01-06 Ford Motor Company Fuel flow proportioning valve
US4053544A (en) * 1974-04-15 1977-10-11 J. C. Moore Research, Inc. Fuel induction system for internal combustion engines
US3987132A (en) * 1974-07-03 1976-10-19 Dresser Industries, Inc. Fluid flow regulation
US3965221A (en) * 1974-07-03 1976-06-22 Dresser Industries, Inc. Fluid flow device and liquid metering
DE2529752A1 (de) * 1974-07-03 1976-01-22 Dresser Investments Stroemungsmitteldurchflusseinrichtung und abmessen einer fluessigkeit
US3911063A (en) * 1974-07-18 1975-10-07 Dresser Ind Variable throat venturi apparatus for mixing and modulating liquid fuel and intake air to an internal combustion engine
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Also Published As

Publication number Publication date
CA940788A (en) 1974-01-29
AU463361B2 (en) 1975-07-24
DE2153816A1 (de) 1972-12-14
NL7112168A (fr) 1972-12-12
FR2140972A6 (fr) 1973-01-19
DE2153816C2 (de) 1982-03-11
GB1343311A (en) 1974-01-10
DE2110506B2 (de) 1976-06-24
DE2110506A1 (de) 1971-09-16
FR2084292A5 (fr) 1971-12-17
AU3284271A (en) 1973-03-08
GB1371802A (en) 1974-10-30
AR194824A1 (es) 1973-08-24
CH552136A (fr) 1974-07-31

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