Internal-combustion engines – Charge forming device – Having fuel vapor recovery and storage system
Patent
1992-02-14
1993-01-12
Cross, E. Rollins
Internal-combustion engines
Charge forming device
Having fuel vapor recovery and storage system
137599, 1376142, 25112921, 123520, F02M 3302, F02M 3904, F16K 3102
Patent
active
051781166
DESCRIPTION:
BRIEF SUMMARY
STATE OF TECHNOLOGY
The invention concerns a valve for the metered admixing of fuel which has volatilized from the fuel tank of an internal combustion engine, to the fuel/air mixture, which is fed to the internal combustion engine via an inlet manifold.
Based on the statutory requirements in some countries for the protection of the environment, the fuel which volatilizes in a fuel tank, known as the petrol vapour, must not be vented to the atmosphere, but must be burned within the internal combustion engine. For this purpose, the vent socket of the fuel tank is connected to a reservoir filled with activated carbon, which takes in the volatilized fuel when the internal combustion engine is stationary, and discharges it again when the engine is running. For this purpose, the reservoir is connected to the internal combustion engine via a suction line from the induction manifold, where the fuel vapour is admixed to the fuel/air mixture. The possible increase in exhaust gas emission resulting from this, requires admixing of the fuel vapour only in certain operating conditions of the internal combustion engine and in certain quantities. This is effected by the tank vent valve mentioned earlier, which is arranged in the induction manifold between the reservoir and the suction pipe and which is opened and closed by electronic control, preferably timed, depending on the operating condition of the internal combustion engine and the exhaust gas emission, which is measured with a lambda probe. In order to prevent running-on after switching off the engine, the seated valve which is integrated in the tank vent valve is designed currentless. The dual function of the annular valve member, which at the same time forms the armature of the electromagnet, facilitates a low movable armature mass and hence brief switching periods of the seated valve.
With such tank vent valves, it is desirable to adapt the stroke of the valve member on the pressure difference between the pressures upstream and downstream of the valve seat in such a way that the stroke is small during off-load running of the engine (large pressure difference) and that it becomes increasingly larger as the engine load increases (reducing pressure difference).
With such a stroke adaptation and the thus effected change of the cyclically opened cross-section of flow, greater accuracy is achieved in the control of small throughput quantities with a large pressure difference on the valve seat (off-load running) which does not require extremely small switching times, such as would be required with a constant valve stroke for the control of these small throughput quantities. The electromagnet can thus be built small and of light weight.
In a known tank vent valve of the type mentioned earlier (DE 38 44 453 Al), such a stroke adaptation is implemented by the valve double seat with the valve opening being configured on an intermediate ring which is clamped in a housing, and also by that side of the intermediate ring which faces the inflow socket, having a bellows attached by one of its front faces, the other front face being fixed to the bottom of a pot which embraces the bellows with radial separation. The rim of the pot changes into an annular collar which protrudes radially beyond the annular valve opening, this collar having a number of axial holes which are distributed in a circumferential direction and which are aligned in an axial direction with the valve opening. On its side which faces the pot, the intermediate ring has a sealing seat which surrounds the valve opening on the inside and the outside, and which acts together with the annular collar of the pot which functions as a closing member. If the vacuum pressure increases on the inflow socket, then the bellows contract. The annular collar approaches the sealing seat, and the flow cross-section at the sealing seat is reduced. The limit is reached when the annular collar of the pot rests on the sealing seat. The axial holes in the annular collar then determine the remaining opening cross-section of the seat val
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Fehrenbach Siegfried
Krimmer Erwin
Schulz Wolfgang
Cross E. Rollins
Greigg Edwin E.
Greigg Ronald E.
Moulis Thomas N.
Robert & Bosch GmbH
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