"United States Patent {191
`Hunt
`
`3,813,877
`[11]
`[45] June 4, 1974
`
`[541 INTERNAL COMBUSTION ENGINE
`CONTROLS FOR REDUCED EXHAUST
`CONTAMINANTS
`[75] Inventor: Duane A. Hunt, East Lansing, Mich.
`[73] Assignee: Donnell R. Matthews, Jr., East
`Lansing, Mich.
`Aug. 17, 1972
`[22] Filed:
`[21] Appl. No.: 281,465
`
`[52] US. Cl ................ .. 60/284, 60/285, 123/117 A,
`123/119 F
`[51] Int. Cl. .......................................... .. F021) 75/10
`[58] Field of Search ........... .. 60/274, 284, 285, 292,
`60/286; 123/117 A, 119 F, 119 R, 117 R
`
`[56]
`
`1,392,141
`1,973,162
`2,184,789
`
`References Cited
`UNlTED STATES PATENTS
`9/1921
`Giesler .......................... .. 123/119 F
`9/1934 Briggs .......... ..
`12/1939
`Arthur .......................... .. 123/117 A
`
`2,721,890
`2,937,490
`3,086,353
`3,154,060
`
`Malick .......................... .. 123/117 R
`10/1955
`5/1960 Calvert ..... ..
`4/1963 Ridgway .................. ..
`10/1964 Hundere ....................... .. 123/119 R
`
`3,203,168
`
`8/1965 Thomas . . . . . .
`
`. . . . . . , . . . . . . .. 60/286
`
`3,301,242
`
`'1/1967
`
`Candelise . . i .
`
`. . . .. 123/117 A
`
`3,447,518
`
`6/1969 Walker . . . . . . . .
`
`. . . .
`
`. . . . .. 123/119 F
`
`3,662,540
`3,696,618
`
`5/1972 Murphey . . . . .
`. . . . . .. 60/274
`10/1972 Boyd ................................... .. 60/285
`
`Primary Examiner-Douglas Hart
`Attorney, Agent, or Firm—Whittemore, Hulbert &
`Belknap
`
`ABSTRACT
`[57]
`Engine operating system for association with catalytic
`exhaust converters operable to provide proper timing
`and/or fuel mixture for engine ignition, a brief warm
`up period as controlled by temperature at or adjacent
`the converter, and thereafter a normal timing range
`and fuel mixture during further operation.
`18 Claims, 3 Drawing Figures
`
`CATALYTIC
`COA/VERIZ'
`
`42
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`40
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`36
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`52
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`Ex. 2016 1/7
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`PAFE%N?EE@Juka 4 mm
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`3;813;877
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`EX. 2016 2/7
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`Ex. 2016 2/7
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`ll
`INTERNAL COMUSTIDN ENGINE (IGNOLS
`FOR BREED EAUST (IDNTAMINANTS
`
`3,813,877
`
`2
`bon and carbon monoxide compounds. A larger
`amount of nitrogen-oxygen compounds (NOx) is
`formed at the leaner setting, but it has been found that
`the present NOx converters will be able to handle the
`NOx compounds under normal operating conditions.
`BRIEF DESCRIPTION OF THE DRAWING
`FIG. I is a diagrammatic view showing the mixture
`control in accordance with the present invention.
`FIG. 2 is a'diagrammatic view showing the timing ad
`justment in accordance with the present invention.
`FIG. 3 is an enlarged perspective view of the distribu
`tor as shown in FIG. 2.
`
`11.1
`
`DETAILED DESCRIPTION
`Referring ?rst to FIG. I there is shown a portion of
`a carburetor 10 including a venturi 12, a valve 14, and
`fuel inlet passage 16. Associated with the fuel inlet pas
`sage 16 is a needle valve 18 carried at the forward end
`of a threaded element 20 longitudinally adjustable
`upon rotation relative to the valve seat 22 formed by
`the intersection of the two branches of the fuel inlet
`passage.
`Connected to the needle valve 18 by a coupling
`sleeve 24 is a pinion 26 in mesh with a rack 28 slidably
`longitudinally in ways 29 provided in a housing 30. The
`rack 28 is normally retained in the illustrated position
`by a tension spring 32. This is the operating position
`which the needle valve occupies during normal engine
`operation after termination of the brief warm-up pe
`
`riod.
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`'
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`‘
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`'
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`BRIEF SUMMARY OF THE INVENTION
`The present invention is related to inventions dis
`closed in my prior applications. Ser. No. 252,311 ?led
`May 10, 1972 for “Distributor Adjusting Mechanism”,
`and Ser. No. 255,761 ?led May 22, 1972 for “Fuel
`Mixture Control".
`.
`It has been found that where catalytic converters are
`employed in conjunction with engine exhaust emission
`control, it is desirable to bring these converters to a
`predetermined minimum temperature as quickly‘ as
`possible so as to bring about efficient catalytic conver
`sion. However, it is imperative that the engine regula
`tion be such as to prevent overheating of the catalytic
`converters which will reduce their efficiency or destroy
`them.
`Two factors are normally controlled in accordance
`with the present invention to produce proper ignition,
`followed by quick heating, which in turn is followed
`when a predetermined minimum exhaust temperature '
`at the converters is reached, by normal operation under
`conditions which prevent overheating.
`The ?rst of these factors is timing which is in the nor-_
`mal running position for starting but which is retarded
`upon engine ignition. The retarded spark increases
`heating with the effect that the exhaust gases bring the
`catalytic converters to efficient operating temperature
`in a minimum time. As soon as the temperature at the
`catalytic converters reaches a predetermined mini~
`mum, the spark is advanced to within its normal operat
`ing range where it is subject to the usual changes con
`ventionally provided in accordance with changes in en
`gine speed and manifold vacuum.
`1
`The result of this is that the engine starts under nor
`mal conditions conducive to quick and efficient engine
`starting and operates under normal conditions after the
`catalytic converter has been brought to predetermined
`minimum temperature. However, during a brief warm
`up period which may be as low as 15 seconds, and
`which will normally not exceed 60 seconds, the engine
`operates with its spark retarded to a position which ac
`celerates heating to bring the catalytic converters to ef
`ficient operating temperatures as quickly as possible
`and thus to reduce undesirable exhaust emissions dur
`ing the warm-up period to as brief a time as possible.
`
`35
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`45
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`Associated with the rack 28 is a solenoid indicated
`more or less diagrammatically at 34. The winding 36 of
`the solenoid is connected between a switch 38 con
`nected to usual ignition system and a normally closed
`thermally responsive switch 40 located at or adjacent
`the catalytic conversion equipment 42. The switch 40
`is closed when cold and when the ignition switch 38 is
`closed a circuit is completed from the battery 44
`through the windings 36 to draw the plunger 46 of the
`solenoid into the winding, thus raising the rack 28 as
`viewed in FIG. I. This will withdraw the needle valve
`18, thus increasing the richness of the mixture.
`As a result of the increased richness of the mixture,
`the time required for the catalytic converter 42 to
`reach efficient operating temperature is materially re
`duced and therefore, the total amount of atmospheric
`contaminants emitted by the engine before the cata
`lytic converter comes up to operating temperature is
`correspondingly reduced.
`When the thermally responsive switch 40 reaches a
`predetermined temperature corresponding to mini
`mum efficient operating temperature of the converter,
`the switch opens and the circuit through the solenoid
`winding 36 is broken. At this time the spring 32 moves
`the rack 28 downwardly as viewed in FIG. 1 until the
`bottom of the rack engages a stop or abutment and the
`needle valve is returned to the predetermined position
`required for normal operation.
`~
`The position of the needle valve 18 when the rack is
`in the position shown may be determined by relative
`rotation between the pinion 26 and the threaded por
`tion 20 of the needle valve while the sleeve 24 is dis
`connected from one or the other.
`Preferably however, means are provided for adjust—
`' ing the quality of the mixture when the valve 18 is in
`its limiting position. This means is diagrammatically il
`
`The second factor is a fuel mixture control effected
`by adjustment of a fuel control needle valve in the car
`buretor. This needle valve has a normal operating posi
`tion producing desirable efficient engine operation.
`However, an adjustment of the needle valve is made for
`a brief interval during warm-up following ignition in
`which the fuel-air mixture is enriched by approximately
`10 percent to an air/fuel ratio of about 13:1. As soon
`as the temperature at the converter reaches a predeter
`mined minimum the needle valve is moved to its nor
`mal position which produces better efficiency and
`lower temperatures. This normal air-fuel mixture may
`for example be 16:1.
`‘
`The normal lean mixturereduces the amount of hy
`drocarbons and carbon monoxide in the exhaust gases
`as well as the formation of ammonia. All of these com
`pounds in large quantities shorten the life of the con
`verters designed to eliminate or reduce the hydrocar
`
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`3,813,877
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`4
`normal or usual spark adjustment as determined by
`conventional controls responsive to speed and mani
`fold vacuum, and the abutment nuts 74 are spaced
`from the diaphragm cup 76 as illustrated in the Figure.
`
`3
`lustrated as an abutment screw 47 engaging a stop 48
`on the lower end of rack 28, and an abutment screw 48
`having a head 58 engageable with lug 50 extending lat
`erally from the lower end of rack 28 upon upward
`movement of the rack.
`In this Figure a portion of the engine is illustrated at
`52 and the exhaust pipe connecting to the catalytic
`converter is indicated at 54.
`As soon as the catalytic converter reaches proper op
`erating temperature, the mechanism described in the
`foregoing will automatically reduce the richness of the
`mixtureto the value selected as desirable for continued
`operation. The leaning out of the mixture will reduce
`the hydrocarbons, carbon monoxide, and ammonia.
`Leaning the’ mixture increases nitrogen-oxygen
`cmpoundslbut available catalytic converters are capa
`ble of handling the nitrogenfoxygen compound emis
`
`sion.
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`5
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`20
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`A solenoid actuated valve 86 is provided having a
`winding 87 connected intermediate a switch 88, con
`nected to the usual ignition system and a thermally re
`sponsive switch diagrammatically indicated at 87’ in or
`adjacent to the catalytic converter 56. The valve 86 in
`cludes a solenoid plunger 89 biased to the right as seen
`in FIG. 2 by a compression spring 90 and having an
`‘ inner end 91 adapted to close the valve when the wind
`ing 87 is deenergized. The interior of the diaphragm
`cup 76 is connected by a conduit 92 through the valve
`86 to the manifold 94. Manifold vacuum during starting
`while the starter is cranking the engine, may be approx
`imately 3 to 5 pounds. Under normal idling conditions
`or normal cruising conditions, manifold vacuum will be
`approximately 20 pounds. Under normal acceleration
`it may drop to approximately l5 pounds. Under ex
`tremely heavy acceleration, with the throttle wide
`open, the vacuum may drop to a range of from 0 to 5
`pounds.
`The vacuum operated diaphragm 80 and spring 82
`are designed so that the link or rod 70 will be drawn to
`the right by manifold vacuum, when the valve is open,
`and when the manifold vacuum is at a value of approxi
`mately 7 to 10 pounds. This range is high enough not
`to be disturbed by the low vacuum obtained by the
`starter in cranking the engine, but is also low enough
`not to be disturbed by small ?uctuations in manifold
`vacuum, once the engine is started, except those result- ‘
`ing from extremely heavy acceleration.
`With the foregoing arrangement it will be observed
`that when the ignition switch is closed a circuit is com
`pleted from the battery 96 through the winding 87 and
`the normally closed switch at the catalytic converters,
`to ground. This will draw the plunger 89 of the solenoid
`to the left, thus opening the passage in the valve and
`providing a passage between the manifold and the dia~
`phragm cup 76. At this time, due to closure of the igni
`tion switch, the engine is turned over slowly but until
`it actually starts, the manifold vacuum will be insuffi
`cient to draw the diaphragm 80 to the right and accord
`ingly, the arm 66 will maintain the distributor in the po
`sition which it normally occupies during starting and
`running. However, as soon as the engine starts the in
`creased manifold vacuum will quickly draw the dia
`phragm 80 to the right, thus swinging the arm 66 to the
`right to a warm-up, spark advanced position deter
`mined by the setting of the abutment nuts 74. As a re
`sult of the spark advance, the temperature of the cata
`lytic converter will more quickly be raised to its mini~
`mum efficient operating temperature. At this tempera
`ture the temperature responsive switch 89' therein will
`open, interrupting the circuit through the solenoid
`winding 87 and permitting the spring 90 to advance the
`valve 91 to closed position, thus in turn permitting the
`spring 82 to move the diaphragm 80, the link 70, and
`the distributor operating arm 66 to the desired position
`for subsequent normal running.
`It is to be understood that the foregoing adjustment
`of distributor adjusts the entire distributor and all asso~
`ciated mechanism to a spark advance position which
`does not affect the usual timing adjustments responsive
`to engine speed and manifold vacuum. in other words,
`
`The leaning out of the mixture is selected such as to
`increase fuel economy and the reduction in hydrocar
`bons and carbon monoxide extends the life of the
`HC-CO converter to permit it to have a life span com
`patible with the presently projected standards for
`l975-l 976 of 50,000 miles. The increase in NOx com
`pounds resulting from a leaner mixture is acceptable
`since presently available NOx catalytic converters are
`capable of handling the extra burden.
`it. will be noted that if the engine stalls or if for any
`other .reason an attempt is made to start the engine
`while the catalytic converter remains hot, re-ignition of
`the engine will not initiate a new heating cycle since the
`thermal switch 40 will remain in open condition until
`the catalytic converter has cooled down.
`Referring now to FIG. 2 there is illustrated the mech~
`anismfor-effecting controlled spark advance setting so
`as to accelerate heating of the catalytic converter sys
`tem to its minimum efficient operating temperature.
`In general, the purpose of this mechanism is to tem_
`porarily retard timing of the spark after ignition during
`the period of warm-up required by the catalytic con
`verters, and then to return the timing to a predeter
`mined more advanced setting for operation in a range
`which will result in better driveability and fuel econ
`omy. In F IG. 2 the catalytic converter is indicated at 56
`and is of course located in the exhaust system indicated
`at 58. The distributor, is indicated at 60 ‘and may be en
`tirely conventional, and is supported on the vertical
`shaft housing 6.2 which contains the cam shaft 63
`drivenv from the engine at a speed determined by engine
`speed. The shaft housing 62 is rotatably mounted in a
`support 64 whichholds the shaft housing and distribu
`tor in a ?xed position but permits rotation thereof as a
`unit by mechanism which will now be described.
`Secured to the shaft housing is an operating arm 66
`which is secured to the rotatable shaft housing 62 in a
`predetermined position by clamp means such for exam
`ple asscrews indicated at 68. Connected to the arm 66
`is link 70 having a threaded portion indicated at 72 car
`rying adjustable abutment means in the form of nuts
`74. A diaphragm cup 76 is mounted in ?xed position by
`suitable means such as a bracket 78 and contains a ?ex
`ible diaphragm 80 urged to the leftby a compression
`spring 82 as seen in the Figure. The inner end of the
`link 70 is suitably connected to the central portion of
`the ?exible diaphragm 80 as indicated at 84. ln'the po
`sition illustrated the spring 82 is holding the diaphragm
`in its extreme position to the left corresponding to the
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`Ex. 2016 4/7
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`3,813,877
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`6
`In the event that the engine stalls while still cold, the
`distributor automatically resets itself on restarting.
`When the catalytic converters are warm, restarting of
`the car does not require warm-up time and no timing
`adjustment occurs since the thermally actuated switch
`has stayed open.
`'
`The present invention is concerned with decreasing
`the time required for catalytic exhaust converters to
`reach efficient operating temperature. As described
`herein, this is accomplished by retarding the spark and
`enriching the mixture during the period required for
`bringing the ‘converters to operating temperature.
`‘While it is desirable to employ both the spark adjust
`ment and the mixture adjustment for most ef?cient re
`sults, it will of course be apparent that the described
`control of either the timing or the fuel mixture will be
`useful alone.
`it may be mentioned that numerous types and styles
`of catalytic converters are available. A commonfactor
`among them is that a special pre-warm-up is required
`to bring them up to the 1975-1976 anti-pollution stan
`dards. The required minimum temperature for the cat
`alytic converters at present available ranges from 300°
`F. to l,000° F., dependent upon the materials being
`used and the physical characteristics of the converters.
`The converters also have a maximum operating tem
`perature which must not be exceeded in order to avoid
`burning up the catalyst or other materials in the con
`
`verters.
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`'
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`5
`the adjustment accomplished by the diaphragm 80 is an
`over-riding or superimposed adjustment which retards
`the spark with respect to the adjustments affected by
`the conventional spark adjustment devices.
`As best seen in FIG. 3, the timing cam shaft 63 termi
`nates at its upper end in a timing cam 63a. A plate 64a
`is angularly adjustable about the axis of the shaft 63
`and cam 63a, and, conventionally, this plate is angu
`larly adjustable by means responsive to manifold vac
`uum such for example as shown in Kind et al. US. Pat.
`No. 3,237,619. Mounted on the plate 64a is a lever 641;
`spring urged toward the cam 630 about a pivot deter
`mined by a mounting post Me. At the free end of the
`lever 63b there is an electrical contact which makes
`and breaks contact with a second contact carried by a
`post 64d mounted in fixed position on the plate 64a. By
`rotating the housing of the distributor 60, the entire
`structure including the plate 64a, together with the arm
`or lever 64b, is rotated about the axis of the timing cam
`63a. Thus, adjustment of the housing as disclosed
`herein provides a predetermined adjustment of the
`spark timing which is superimposed on the timing as
`determined by angular adjustment of the plate 640
`relative to the housing and, as is usual, by adjustment
`of the cam 63a relative to the cam shaft 63 in response
`to variations in engine speed.
`The present timing adjustment is particularly useful
`in conjunction with emergency vehicles which often
`are required to start up and attain high speed on emer
`gency runs. In this case the system will operate as previ
`ously described except that under heavy acceleration,
`the manifold vacuum will drop to a value allowing the
`timing to return to its normal position for proper and
`necessary acceleration and driveability. Until the con
`verter is warmed up, thetiming will be retarded only
`during idle operation, cruising or slowing down. ln any
`case, the total time of operation while the spark is re
`tarded will be rather short. Under extreme acceleration
`the exhaust temperature rises rapidly even if the timing
`is operated in a more advanced state than contem
`plated herein for a warm-up period.
`Retarding the spark during normal warm-up condi
`tions allows for faster, hotter warm-up during cold start
`to shorten the time required for heating the catalytic
`converters to efficient operating condition. At the same
`time, the arrangement does not interfere with e?icient
`starting because the actual engine ignition occurs with
`the usual setting, not the advanced setting which occurs
`only after engine ignition.
`After the converters have been brought to the re
`quired temperature the timing is returned to its normal
`position to avoid destruction of the converters due to
`excessive heat as well as to give better engine perform
`ance and driveability, less heat, and when accelerating
`from a stopped position, smoother running of the en
`gine, and more efficient operation including increased
`RPM for the same amount of gas.
`This in turn adds to fuel economy and reduces the ha
`zard of overheating when under a load such as pulling
`a trailer, climbing a long steep grade, or simply with ac
`cessories such as air conditioning.
`The present invention as it relates to the distributor
`is adaptable to all distributors since it amounts only to
`effecting an adjustment of the complete distributor
`housing relative to the rotating cam shaft without af
`fecting the usual speed and vacuum responsive adjust
`ments thereof.
`.
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`It has been found desirable to have a 10 percent rich
`air/fuel mixture, (13: l) along with a retarded spark to
`meet a 60-second warm-up requirement. However, if
`this rich fuel mixture and retarded spark are main
`tained after warm-up, the converters will have a shorter
`life span because of high temperatures which will be at
`tained.
`A lean air/fuel mixture (l6:l) produces better fuel
`efficiency and lower temperatures. The necessary
`warm-up however, cannot be achieved at this setting.
`The lean mixture also reduces the amount of hydrocar
`bons and carbon monoxide contaminants, as well as
`ammonia. These compounds in large quantities will
`shorten the life of the converters designed for their
`elimination or reduction of contaminants. A somewhat
`larger amount of nitrogen-oxygen compounds is
`formed at the leaner setting, but chemical converters
`for nitrogen-oxygen compounds are able to handle the
`extra load.
`While FIGS. 1 and 2 illustrate separate thermally re
`sponsive means at the conversion equipment, it will be
`understood that normally open switch 40 and switch 38
`may control both solenoid windings 36 and 87.
`What I claim as my invention is:
`1. An engine control system for an internal combus
`tion engine having a source of electrical energy, an ig
`nition switch, and having in its exhaust system catalytic '
`conversion equipment, said system comprising means
`operable automatically upon closing the ignition switch
`to start the engine to enrich the fuel/air mixture by a
`predetermined amount above the normal vvalue for con
`tinued operation and means responsive only to temper
`ature of the catalytic conversion system to restore the
`fuel/air mixture to such normal value upon attainment
`of a predetermined minimum temperature of the con
`version system, said means comprising a needle valve
`controlling flow of fuel to the engine, a solenoid opera
`tively connected to the needle valve, a thermally re
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`Ex. 2016 5/7
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`3,813,877
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`sponsive switch at said conversion equipment closed
`when said conversion equipment is below efficient op
`erating temperature, said solenoid and said thermally
`responsive switch being connected in series with the
`engine ignition switch and source of electrical energy,
`said needle valve being threadedly adjustable, and the
`operative connection between the solenoid and needle
`valve comprising a rack connected to the solenoid, a
`pinion in mesh with the rack, and adjustable means
`connecting said pinion to said needle valve.
`2. A system as de?ned in claim 2 in which said means
`is effective to enrich the mixture by about 10 percent
`during the period required to bring the conversion
`equipment to operating temperature.
`'
`3. A system as de?ned in claim 1 in which the adjust
`able means comprises a coupling sleeve for adjusting
`the position of the needle valve relative to said pinion.
`
`4. An engine control system for an internal combus
`tion engine having a source of electrical energy, an ig»
`nition switch, and having in its exhaust system catalytic
`conversion equipment, said system comprising means
`operable automatically upon closing the ignition switch
`to start the engine to enrich the fuel/air mixture by a
`predetermined amount above the normal value for con
`tinued operation and means responsive only to temper
`ature of the catalytic conversion system to restore the
`fuel/air mixture to such normal value upon attainment
`of a predetermined minimum temperature of the con
`version system, comprising an adjustable spark distrib
`utor, and comprising additional means controlled by
`said ignition switch and operable automatically upon
`ignition of the engine while cold to adjust the distribu
`tor to retard the spark by a predetermined amount
`from the normal spark operating range and responsive
`solely to temperature of the catalytic conversion equip
`ment to advance the spark to its normal operating
`range upon attainment of a predetermined minimum
`temperature of the conversion system.
`5. A system as de?ned in claim 4 in which said addi
`tional means comprises motor means connected to the
`distributor, and means connected to said motor means
`and responsive to a value of manifold vacuum attained
`only upon engine ignition after cranking to retard the
`spark from its normal operating range.
`6. A system as de?ned in claim 5 in which the said
`motor means is vacuum actuated, and the means con
`nected to said motor means comprises a duct con
`nected to engine manifold vacuum and including a so
`lenoid actuated ‘by closure of said ignition switch, a
`control valve for said motor means operatively con
`nected to said solenoid, said means responsive to tem
`perature of the conversion equipment comprising a
`thermally responsive switch, said thermally responsive
`switch and ignition switch being connected in series
`with said solenoid and said source of electrical energy.
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`7. An engine modi?cation control system for addi
`tion to a conventional engine having a fuel and air sup
`ply system, an ignition system including an adjustable
`spark distributor responsive to engine speed and mani
`fold ,vacuum, and an exhaust system including a cata
`lytic converter, said modi?cation system comprising
`enrichment means operable upon ignition of the engine
`while said converter is cold to superimpose a predeter
`mined amount of fuel enrichment on the fuel-air mix
`ture as controlled by the fuel and air supply system,
`
`65
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`@
`means responsive solely to temperature at said con
`verter to terminate said enrichment when said con
`verter reaches minimum efficient operating tempera
`ture, the fuel and air supply system being provided with
`a threadedly adjustable needle valve in the fuel supply
`to regulate fuel flow relative to air ?ow, and said en
`richment means comprises a solenoid, a rack con
`nected to said solenoid, a pinion in mesh with said rack,
`said pinion being operatively connected to said needle
`valve, a circuit for said solenoid including a normally
`closed thermally responsive switch at said converter
`operable to open when said converter reaches mini
`mum efficient operating temperature, said solenoid
`when energized being operable to move said needle
`valve a predetermined amount toward open position.
`8. A system as de?ned in claim 7 in which said en
`richment means is effective to enrich the mixture by
`about 10 percent during the period required to bring
`the converter to operating temperature.
`9. A system as de?ned in claim 7 comprising adjust
`able abutment means for limiting movement of said
`rack.
`10. A system as de?ned in claim 7 comprising means
`for adjusting the position of the needle valve relative to
`said pinion.
`,
`H. An engine modi?cation control system for addi
`tion to a conventional engine having a fuel and air sup
`ply system, an ignition system including an adjustable
`spark distributor responsive to engine speed and mani
`fold vacuum, and an exhaust system including a cata
`lytic converter, said modi?cationsystem comprising
`enrichment means operable upon ignition of the engine
`while said converter is cold to superimpose a predeter- ~
`mined amount of fuel enrichment on the fuel-air mix
`ture as controlled by the fuel and air supply system,
`means responsive solely to temperature at said con
`verter to terminate said enrichment when said con
`verter reaches minimum efficient operating tempera
`ture, and additional means operable automatically
`upon ignition of the engine while cold to adjust the dis
`tributor to retard the spark a predetermined amount
`from its values within the normal spark range and to
`maintain the spark adjustment until the catalytic con
`version system reaches ef?cient operating temperature
`and responsive solely to temperature of the catalytic
`conversion equipment to advance the spark to its nor
`mal operating range upon attainment of a predeter
`mined minimum temperature of the conversion system.
`
`12. A system as de?ned in claim I! in which said ad
`ditional means comprises motor means connected to
`the distributor, and means connected to said motor
`means and responsive to a value of manifold vacuum
`attained only upon engine ignition after cranking to re
`tard the spark as aforesaid.
`‘ 13. A system as de?ned in claim 12 in which the said
`motor means is vacuum actuated, and the means con
`nected to said motor means comprises a duct con
`nected to engine manifold vacuum and including a so
`lenoid valve, said means responsive to temperature of
`the conversion equipment comprising a thermally re- ,
`sponsive switch, said thermally responsive switch and
`ignition switch being connected in series with the sole
`noid of said valve and said source of electrical energy.
`
`14. An engine modi?cation control system for addi
`tion to a conventional engine having a fuel and air sup
`
`Ex. 2016 6/7
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`

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`‘in
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`20
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`distributor.
`18. A system applicable to the engine of an automo
`bile having a carburetor provided with a fuel control
`valve for controlling the richness of the fuel supply mix
`ture to the engine through the carburetor, the engine
`having an engine operated timing cam and a distributor
`provided with a housing in which said cam is located,
`said housing having therein a circuit breaker arm actu
`ated by the cam, said system being adapted to reduce
`the time required for a catalytic converter contained in
`the exhaust system of the automobile engine to reach
`ef?cient operating temperature and comprising a nor
`mally closed switch responsive directly to the tempera
`ture of the catalytic converter and adapted to open
`when the converter reaches ef?cient temperature, a
`?rst solenoid in series with said switch, means connect
`ing said ?rst solenoid to the fuel control valve and oper
`able upon energization of the solenoid to effect a pre
`determined adjustment of said fuel control valve,
`means mounting said distributor housing as a unit for
`angular adjustment about the axis of rotation of the
`timing cam, pressure actuated motor means connected
`to said distributor housing, a passage connecting said
`motor means to the intake manifold of the engine, a so
`lenoid actuated value in said passage and a second sole
`noid connected to said last mentioned valve and in se
`ries with said switch and operable upon energization of
`said second solenoid to open said solenoid actuated
`valve, said motor means being operable upon starting
`the engine to provide an over-riding adjustment of the
`distributor housing to retard the spark, whereby upon
`energization of the solenoids, initial engine operation
`occurs with a predetermined enrichment of fuel and
`with a predetermined amount of spark retard superim
`posed on the normal timing adjustment of the distribu
`tor which continues until the catalytic converter
`reaches ef?cient operating temperature and is then ter
`minated.
`
`w
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`*
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`>i=
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`*
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`=0:
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`*
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`3,813,877
`ply system, an ignition system including an adjustable
`spark distributor responsive to engine speed and mani'
`fold vacuum, and an exhaust system including a cata
`lytic converter, said distributor comprising a housing,
`and a timing cam shaft extending into said housing, said
`modi?cation system comprising means mounting said
`housing for angular adjustment about the axis of said
`shaft means operable automatically upon ignition of
`the engine while cold to adjust the distributor housing
`to superimpose a predetermined ?xed amount of spark
`retard on the spark from its values within the normal
`spark range and means responsive to temperature of
`the catalytic conver