Internal combustion engine with externally supplied ignition and

Details Internal combustion engine with externally supplied ignition and Internal combustion engine with externally supplied ignition and

1997-08-08

1998-10-27

Moulis, Thomas N.

Internal-combustion engines

Charge forming device

Having fuel vapor recovery and storage system

123302, F02B 2310

Patent

active

058265651

DESCRIPTION:

BRIEF SUMMARY
PRIOR ART

The invention is based on an internal combustion engine with externally supplied ignition and direct injection. An internal combustion engine with externally supplied ignition and direct injection has already been disclosed (EP 0 488 254 B1), which, as shown in the exemplary embodiment in FIG. 1, has four cylinders or four combustion chambers, each with a fuel injection valve that injects the fuel directly into the combustion chamber so that a relatively narrowly defined cloud of fuel droplets is produced in the combustion chamber. The cloud of fuel droplets is stratified in laminar fashion and due to an especially shaped piston bottom, reaches a spark plug in a whirling shape, which spark plug initiates a chronologically controlled combustion of the cloud of fuel droplets. The internal mixture production by means of the directly injecting fuel injection valve is known to one skilled in the art as so-called stratified charging or charge stratification. The state of the stratified charging or charge stratification in the combustion chambers, though, is limited to the operational lower partial load range of the engine, in particular, to the idling range. The relatively narrowly defined cloud of fuel vapor permits the execution of a combustion with a high air excess in the combustion chamber, which leads to a reduction of the fuel consumption as well as to a reduction in the emission of polluting exhaust components in the exhaust. In the higher load range of the engine, though, in particular in the upper partial load range and the full load range, it is necessary to increase the quantity of fuel delivered by the fuel injection valve in order to thus fulfill the desired, increased performance requirements. The fuel quantity delivered by the fuel injection valve is high in such a way that a state of charge stratification in the combustion chambers can no longer be produced, so that what is sought is an essentially homogeneous distribution of fuel in the combustion chambers in order to burn the fuel, as was previously customary, without an air excess, with a virtually stoichiometric fuel-air ratio.
In order to achieve the transition from the state of charge stratification, which is characterized by a fuel-air mixture that is extremely lean on average, into the state characterized by a homogeneous distribution of fuel, with a particular fuel-air ratio in the upper partial load range and in particular, the full load range, in the combustion chambers of the engine, in the prior art mentioned at the beginning, a throttle valve that can be actuated by an electromotor and is rotatably accommodated in an intake tube of the engine. Downstream of the throttle valve, the intake tube feeds into an intake distributor, which delivers the air in individual supply lines, which is aspirated by the engine via the intake tube, to the inlet valves of the cylinders.
Furthermore, downstream of the throttle valve, a supply opening is provided in the intake tube, from which fuel is delivered into the supply line, which fuel comes from an electromagnetically actuatable valve. The valve is part of a fuel vapor retention system of a fuel tank of the engine and is sufficiently known to one skilled in the art as a so-called regenerating valve or tank ventilation valve. The fuel vapor retention system also has an adsorption filter, which is filled with an adsorption medium, in particular with activated charcoal in order to temporarily store the fuel vapors evaporating from the fuel tank. In particular operational ranges of the engine, the valve delivers the fuel vapors temporarily stored in the adsorption filter from the supply opening into the intake tube in order for the vapors to reach the combustion chambers of the cylinders in an evenly distributed form via the intake tube distributor, in which combustion chambers the fuel vapors are subsequently burned. Due to the limited storage capacity of the adsorption filter, it must be regenerated, that is, must be discharged of the stored fuel, for which purpose a ventilation line is

REFERENCES:
patent: 5245975 (1993-09-01), Ito

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