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A charge conditioner for an Otto cycle internal combustion engine supplies hot, oxygen-free exhaust gas to premixed intake fuel and air charge in sufficient quantity to heat the charge and completely vaporize the fuel, while improving engine volumetric efficiency by filling the cylinders with a mass

A charge conditioner for an Otto cycle internal combustion engine supplies hot, oxygen-free exhaust gas to premixed intake fuel and air charge in sufficient quantity to heat the charge and completely vaporize the fuel, while improving engine volumetric efficiency by filling the cylinders with a mass of exhaust gases introduced downstream of the throttle. The flow of exhaust gas to the charge is maximum from idle to approximately cruise engine power output, and is then progressively decreased up to full engine output until flow is prevented at maximum engine power output. A supplemental fuel supply system optionally adds vaporized fuel to the charge by using the hot exhaust gas as a fuel carrier to the charge intake stream.

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1. A process for conditioning a premixed liquid fuel and air charge supplied to the working chamber of an Otto cycle internal combustion engine that includes a charge supply duct, an exhaust conduit and a charge forming device including a throttle in the charge intake conduit comprising: (a) supp

1. A process for conditioning a premixed liquid fuel and air charge supplied to the working chamber of an Otto cycle internal combustion engine that includes a charge supply duct, an exhaust conduit and a charge forming device including a throttle in the charge intake conduit comprising: (a) supplying a premixed charge of mixed liquid fuel and air to the charge supply duct using the charge forming device; (b) establishing a first vacuum signal at the charge supply duct proportional to engine intake manifold absolute pressure; (c) supplying exhaust gases under pressure from the engine exhaust conduit to an exhaust gas supply conduit having a fixed orifice restriction of predetermined cross-sectional area downstream of the inlet thereof; (d) drawing exhaust gas into the charge supply duct downstream of the fixed orifice; (e) controlling the quantity of exhaust gas supplied to the charge supply duct by directly communicating the first vacuum signal to the exhaust gas supply conduit upstream of the fixed orifice via the exhaust gas supply conduit; and (f) further controlling the quantity of exhaust gas supplied to the charge supply duct by regulating the exhaust gas pressure upstream of the fixed orifice so that at least at low engine load operating conditions, including idle, engine exhaust gas pressure upstream of the fixed orifice is raised above normal in the exhaust supply conduit. 2. A process as claimed in claim 1, including: (h) further controlling the quantity of exhaust gas supplied to the charge supply duct by a vacuum control valve (VCV) upstream of the fixed orifice in the exhaust gas supply conduit and regulating exhaust gas flow between the fixed orifice and the charge supply duct by means of said VCV; (g) establishing a second vacuum signal in the charge supply duct indicative of absolute pressure therein; (i) regulating the VCV in response to said second vacuum signal so that flow through the exhaust supply duct is unrestricted by the VCV at low to medium engine torque loads (i.e., up to about 65% of full load) but is progressively restricted and finally fully blocked from medium load to approximately full load (i.e., between 65% and 90% of full torque engine load). 3. A process as claimed in claim 2, including: (i) further controlling the flow of exhaust gas supplied to the charge supply intake duct by causing said VCV to close if exhaust gas temperature in the exhaust gas supply conduit is below a predetermined threshold. 4. A process as recited in claim 3, including: (j) further controlling the flow of exhaust gas supplied to the charge supply intake duct by causing said VCV to close during an engine starting procedure. 5. A process as claimed in claim 1, including: (g) establishing said first and second vacuum signals by using a venturi body in said charge supply duct downstream of the throttle. 6. A process as claimed in claim 5, including: (h) supplying exhaust gas to said charge supply duct through one or more aperture(s) in an expansion region of said venturi body while causing all the charge supply to flow through said venturi body. 7. A process as claimed in claim 6, including: (i) establishing said first vacuum signal at a throat region of said venturi body, and said second vacuum signal at an expansion region of said venturi body downstream of a throat region. 8. A charge conditioner system for supplying exhaust gas to the intake fuel and air charge of an internal combustion engine to promote vaporization of the fuel component of the charge and improved volumetric efficiency, the engine including a charge supply duct communicating with an engine intake port or ports for supplying a charge prepared by a charge forming means to the port(s), a throttle means for controlling the flow of charge through the charge supply duct, and an exhaust manifold constituting the source of supply of exhaust gas, comprising: an exhaust gas supply conduit having an inlet end in communication with the engine exhaust manifold and an outlet end in cmmunication with the charge supply duct; a fixed orifice having a preselected cross-sectional area in the exhaust gas supply conduit for restricting full flow of exhaust gas passing through the conduit from the exhaust manifold to the charge supply duct; exhaust gas pressure regulator means associated with the exhaust manifold for controlling the exhaust gas pressure in the exhaust gas supply conduit upstream of the fixed orifice; means for controlling said exhaust gas pressure regulator in response to engine operating conditions; a venturi body including a restricted throat disposed in the charge supply duct downstream of the throttle means, the venturi body arranged so that the intake charge passes primarily through the venturi throat, the venturi having a total flow capacity substantially equivalent to the flow capacity of the charge-forming means; the outlet end of said exhaust gas supply conduit communicating with said charge supply duct downstream of said venturi throat; whereby intake vacuum in the charge supply duct establishes an absolute pressure in the exhaust gas supply conduit downstream of the fixed orifice that is less than the absolute pressure established upstream of the fixed orifice by operation of the engine and by regulation of the exhaust gas pressure regulator to thereby draw exhaust gas into the charge supply duct in a controlled manner and to cause its intimate mixing with the charge intake. 9. A charge conditioner system as claimed in claim 8, said venturi body including an expansion nozzle area downstream of said throat; said expansion nozzle including one or more exhaust gas inlet orifices; said exhaust gas supply conduit being in communication with and terminating adjacent to said exhaust gas inlet orifices. 10. A charge conditioner system as claimed in claim 8, said exhaust gas pressure regulator comprising a controllable exhaust flow valve (EFV), and control means for controlling the EFV in response to engine load. 11. A charge conditioner system as claimed in claim 10, wherein said control means for said EFV in response to engine load includes means responsive to engine intake vacuum conditions in said charge supply duct. 12. A charge conditioner system as claimed in claim 10, wherein said control means for said EFV further includes means for controlling the EFV in response to exhaust gas temperature in the exhaust manifold. 13. A charge conditioner system as claimed in claim 8, including a supplemental fuel supply means for selectively supplying supplemental fuel to the charge supply duct, said supplemental fuel supply means including means for supplying a secondary engine exhaust gas stream to said charge supply duct and means for adding supplemental fuel to and intimately mixing same with said secondary exhaust gas stream. 14. A charge conditioner system as claimed in claim 13, said supplemental fuel supply means including means for varying the quantity of supplemental fuel added to said secondary exhaust gas stream; means for generating a load signal indicative of engine load conditions; means for communicating said load signal to said means for varying the quantity of supplemental fuel; said fuel quantity varying means being regulated by said load signal so that a greater quantity of supplemental fuel is added to the secondary exhaust gas stream during high engine load conditions than at low engine load conditions. 15. A charge conditioner system as claimed in claim 14, said charge forming device comprising a carburetor having an idle fuel circuit; said supplemental fuel supply means including a supplemental fuel conduit in communication with said idle fuel circuit, said supplemental fuel conduit arranged to supply all the supplemental fuel to the means for adding supplemental fuel to the secondary exhaust gas stream. 16. A charge conditioner system as claimed in claim 15, said supplemental fuel supply means including a selectively operable heater element for vaporizing supplemental fuel supplied to said supplemental fuel supply means, the latter being arranged to supply vaporized supplemental fuel to the charge supply duct during engine start up and cold idle opertion. 17. A charge conditioner system as claimed in claim 8, including a vacuum signal port communicating at its inlet end with said charge supply duct downstream of said throttle means and upstream of said throat of said venturi body. 18. A charge conditioner system as claimed in claim 17, said venturi body and vacuum signal port disposed in and supported by a unitary housing. 19. A charge conditioner system as claimed in claim 17, said venturi body having an inlet diffuser area smaller than the area of the charge supply conduit and including one or more suction port(s) at said throat area providing communication between the venturi throat area and the external region of the venturi body; an external partition on the venturi body on the downstream side of the suction port(s) for blocking the charge supply duct externally of the venturi body and causing all the charge to flow through the venturi body and said suction port(s); said vacuum signal port disposed closely adjacent said Venturi body suction port(s) upstream of said partition. 20. A charge conditioner system as claimed in claim 19, including a normally closed vacuum control valve (VCV) for controlling flow through said exhaust supply conduit in addition to said fixed orifice, said VCV located between said fixed orifice and the charge supply duct and having a flow area therethrough that, when opened, is at least no less restrictive than the flow area of said fixed orifice; means for communicating a vacuum signal from said vacuum signal port to said VCV; said VCV arranged to be fully opened in response to a high vacuum condition at said vacuum signal port (low to medium engine torque load operating condition) and to be progressively closed in response to a lower vacuum condition in said vacuum signal port (high engine torque load operating condition) until the valve is fully closed at approximately maximum engine torque load operating condition. 21. A charge conditioner system as claimed in claim 17, including a normally closed vacuum control valve (VCV) for controlling flow through said exhaust supply conduit in addition to said fixed orifice, said VCV located between said fixed orifice and the charge supply duct, and having a throat area therethrough that, when open, is at least no less restrictive than the open cross-sectional area of said fixed orifice; means for communicating a vacuum signal from said vacuum signal port to said VCV; said VCV arranged to be fully opened in response to a high vacuum condition at said vacuum signal port (low to medium engine torque load operating condition) and to be progressively closed in response to a lower vacuum condition at said vacuum signal port (high engine torque load operating condition) until the valve is fully closed at approximately maximum engine torque load operating condition. 22. A charge conditioner system as claimed in claim 21, said VCV arranged to be fully opened until intake manifold absolute pressure reaches approximately 65% of the intake manifold pressure at full engine torque output and fully closed when intake manifold pressure reaches approximately 90% of the intake manifold pressure at maximum engine torque output. 23. A charge conditioner system as claimed in claim 21, including means for maintaining said VCV in closed position during engine start-up procedure, and means for maintaining said VCV in closed position until the temperature of exhaust gas in the exhaust gas supply conduit reaches a predetermined minimum temperature. 24. A charge conditioner system as claimed in claim 21, including means for maintaining said VCV in closed position during engine start-up procedure. 25. A charge conditioner system as claimed in claim 24, including means for maintaining said VCV in closed position until the temperature of exhaust gas in the exhaust gas supply conduit reaches a predetermined minimum temperature.