DE3414168A1 - A fuel feed method and a mode of operation of the Otto cycle process for low specific fuel consumption and low-exhaust emissions at all loads - Google Patents

Abstract

A fuel feed method and a mode of operation of the Otto cycle process in which the compression ratio and the volumetric efficiency are not adjusted at all loads, the charge of fuel vapour and air being so prepared and fed prior to entry into the cylinder that the charge in the cylinder is formed by a working part having an air-to-fuel ratio, which takes part in the combustion, and a non-working part composed of pure air. To this end the fuel is heated in a heat exchanger by the exhaust gases, vaporised at constant pressure and mixed with the air by a metering device upstream of the inlet valves. In the event of an increase of the load, the working part increases and the non-working part decreases to the extent that at maximum load the entire charge consists solely of the working part.

Description

341 A 1

The invention relates to a method for supplying fuel and operation of the Otto cycle process for low specific fuel consumption and low-emission exhaust gases for all loads, according to the preamble of claim 1.

In the course of the development of car engines, the There is a need for a higher specific output, an improvement in internal combustion engine technology and the quality of exhaust gases raised. Below are some related to the fuel supply and the operation of gasoline engines Problems caused by the new method according to the The preamble of claim 1 can be mainly solved:

1. The specific fuel consumption of gasoline engines is higher than that of the diesel. They are very dependent on the engine speed and are used with partial loads and city traffic greatly deteriorated. These deteriorations are mainly due to the low compression ratio e between € = 2 and e = 8.5 £ "1, 2, 3, 4, 5 J attributed.

2. To supply fuel via the carburetor, pressure losses of up to 7000 mm water have to be accepted, which greatly impair the degree of filling [~ \] .

3 The fuel supply via the carburettor is too complicated dependent on air flow, not easily quantifiable and subject to great inertia, which affects the acceleration and the exhaust quality is reflected in the unsteady state.

4. The atomization quality has a strong influence on the evaporation, flow and combustion properties. The evaporation is still dependent on the air condition in the intake manifold, the intake manifold shape, the presence of the so-called "hot spot or hedgehog" for evaporation of the fuel on the manifold in the intake manifold or the recently used mixture with the exhaust gas portion returned in the intake manifold [ 6, 4, 7 »8» 1_ / · ^ s results in a two-phase mixture of air and fuel, the distribution of which to the individual cylinders shows up to + 20% deviation [λ] , and which one

also to the so-called "seggregation", ie. Splitting and uneven distribution of lighter and heavier boiling components.

5. The fuel supply in injection engines, despite

better metering of the fuel to the individual cylinders, is nevertheless sluggish, requires higher quality gasoline, shows no improvement in exhaust gas quality and cannot guarantee a homogeneous mixture formation. This system is more susceptible to failure, shows greater wear, requires too high Pump power and is therefore more expensive than the carburetor system.

6. The mixture has a velocity as it enters the cylinder up to 70 m / s. It can therefore be assumed that a large part of the fuel that is still present in the form of droplets depending on the flow ratio on the walls of the cylinder or the piston crown is thrown and therefore causes an inhomogeneous phase distribution, which affects the readiness to ignite, the flame speed and the exhaust gas quality, in particular the NO content in the exhaust gases, have a negative impact Has influence / Ί, 9 7.

7. Due to the impact of drops on the upper parts of the walls at the entrance and the subsequent cooling and additionally due to the high temperature of the piston crown as a result of poor cooling and direct contact with the mixture during combustion, a temperature distribution is established which makes the knocking ready Mixture increases, the surface ignition causes and the compression ratio sets an upper limit L 2 J-

8o incineration of not totally evaporated drops promotes the formation of glowing carbon deposits, welehe pre-ignition, which causes surface ignition (wildbing) .. etc

9. The content of NO substances in the exhaust gases decreases with decreasing levels Droplet sizes of the fuel during combustion It is therefore obvious that the droplets before combustion are total to evaporate / Ί, 10J.

10. Diesel running, stopping when the starter is switched on or starting knocking are a result of the compression

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ignition when the engine is not yet switched on, especially with high compression ratios / ~ 1 ] .

11. Through the operation of liquid gases, in particular as a result of homogeneous mixture formation, engine protection, higher performance and better exhaust gas quality / j, 10, MJ are determined.

12. burns with vaporized gasoline yield an improvement in exhaust quality /.7, 10, 11 J.

It is shown a method in which the compression ratio is 6, and the degree of filling of the engine \ spite of change in load remains constant, the throttle valve and the cross-sectional constrictions are not incorporated in the suction line, the carburetor is no longer necessary to recover the released in the exhaust gases amounts of heat to the part and the performance, the specific fuel consumption and the exhaust quality have been improved compared to known methods.

In the new process, the fuel is evaporated in a heat exchanger (8) after the fuel pump (3). The heat required for this is extracted from the exhaust gases after they exit the cylinders. The fuel vapor is fed via a distributor (13) directly in front of the inlet valves (21) to the freshly flowing air in such a way that, as shown in Figure 1, the charge consists of rotating layers parallel to the piston crown. At maximum load, these layers show an adjustable fuel concentration curve from the spark plugs to the piston crown (Fig. 1c and Ig). At partial loads (Fig. \ _B and - \ _f ) the fuel is supplied in such a way that part of this charge near the piston crown consists of fresh air and the remaining part of the charge does not change its state at maximum load. Only this remaining part takes part in the combustion.

About this new method of operation of the Otto cycle process a fuel supply system as shown in Figure 2 bis 10 built. The liquid fuel after the filter (2) becomes

fed from the pump (3) in a distribution pipe (46) to the heat exchanger (8). Through slots or holes in the distribution pipe (46) the fuel is distributed in a thin falling film to the evaporation surface (45). First finds a fractionation and at the end a total evaporation of the fuel takes place. Depending on the fuel, pressures arise and temperature (e.g. with gasoline approx. 230 C and 2 bar) in the evaporation chamber a. When the metering orifices (12) are opened, the fuel vapor from the distributor (13) becomes the mixing chamber

(21) flow out, where it mixes with the fresh suction air (26) directly in front of the inlet valve (22, 23) and into the Cylinder (24, 25) flows in »through the tangential entry of the mixture (Fig. 9 and 10) and the so-formed At the opening and valve of the inlet valve, the mixture is set in rotary motion when it enters the combustion chamber (24). The further course is as usual in normal internal combustion engines.

The metering of the fuel vapor is set in such a way that that an air ratio "λ of 1 results (see p. 8)" This metering takes place according to the principle of the critical flow of steam in the metering orifices (12), from which the The size of the orifice opening (Fig. 7, 8 and 11) must be determined Dosing to the individual cylinders can be guaranteed to be much more precise and easier than with the usual liquid dosing, because the steam flowing in has up to 500 times the volume of liquid fuel.

The mode of operation described above is the case at maximum load (Fig. 1 _C , 1 ^). With partial load operation of the engine (Fig. ^ T ₁ , If ) at idle (Fig. 1 _fl , 1 _fl ) or when starting up, the fuel is only drawn in the last part of the suction process. Thus, the part near the spark plug, which is referred to as the working part, consists of the desired mixture, the air ratio of which corresponds to the curve shown in Figure 11. The remaining part up to the piston crown consists of fresh air. This part is called the non-working part. The size of the working part can be varied depending on the required load of the

Adjust the motor (Fig. 1) so that the speed of the motor is at the most favorable operating point.

The charge is supplied to the motor in such a way that stratification of the charge is established after the supply. This stratification also remains in the course of the compression stroke and the subsequent expansion stroke (see p. 13 and Fig. 1). It should be noted that the stratification here means "a supply of the charge in a plane parallel to the piston crown". As the piston moves, the volume created is always filled with the new layer. The rotary movement is necessary so that the high kinetic energy of the layer entering does not cause any turbulence, ie. Mixing with the existing layers caused. In literature L5, 12t14j, stratification is used to describe an additional injection of fuel in the divided combustion chamber in the front combustion chamber, so that the mixture in the front combustion chamber has an air ratio that is smaller than in the rest of the charge. This process is also called "step ignition" L 1 J.

In this new method it can be seen that although the engine output changes, the compression ratio is held constant. However, as is the case with the Pail diesel engines, the power is changed simply by changing the working part of the charge supplied, that is, "by " changing the fuel supply. This working part is minimized when idling, as shown in Figure 1 _σ , 1 _e and curve 0 in Figure 11, so that it is just sufficient to keep the engine ready for operation at low speeds. When accelerating, the metering orifices (12) are actuated to such an extent that the full fresh air charge (Fig. 1 _c ) is continuously charged with fuel vapor as it flows into the mixing chamber (21) in front of the inlet valve. This procedure leads to an almost instantaneous acceleration. This fact also applies when the load changes and when the motor is braked.

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In the method, you can also easily change the mixture ratio from the stechiometrically required mixture ratio ( \ = 1) by means of a simple throttle element on the fuel supply line upstream of the distributor

(13) is installed. Since the fuel is in a continuous flow at this point, this throttle element causes a change in the effective pressure in front of the metering orifices, which changes the flow rate and not its distribution in the air flow. Here, however, the change in the flow opening of the metering orifices (Fig. 5 to 8) is used. The distributor (13) consists of four tubes (13, 17, 18, 19) pushed into one another, which have the openings per cylinder shown in Fig. 8. Their relative setting to each other (Fig. 7) determines the size of the metering orifice (12) _o part (17) is driven by the motor (43, 44) and sets part (18) in motion via (36, 35, 38, 39). The mechanisms shown in Figure 5 and 6 allow an actuatable slight displacement of the part (18) in the direction of rotation, so that the aperture in part (17) remains partially closed, and as shown in Figure 7, the aperture moves to a later angle on the crankshaft . Part (13) forms the housing of the distributor, which is covered by part (19). Together they form a slit-shaped screen, the width of which can be changed by turning the part (19) slightly. This movement is carried out by the speed control. The slit-shaped diaphragm obtained from parts (13) and (19) is a differentiating element of the diaphragm in part (17). Together they form the curves (2, 5, 8) in Fig. 11 and in comparison with the inlet valve cross-section / 15 / the result is an air ratio A ³ ^ 1 for the entire charge at different speeds.

By changing the shape of the diaphragm (17), the curves (2, 5, 8 or 8) shown in Figure 11 can be obtained, which represent an air ratio \ ^ 1. In the vicinity of the spark plug (KW angle of 120 ° - 180 *) there is / \ <1 and in the rest of the charge up to the piston (KW angle of θ "- 120) a lean mixture

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from A> 1. The actuatable diaphragm (18) causes the diaphragm (17) or the metering diaphragm (12) to be closed at the beginning remains, and thus results in the curves (0, 1, 3, 4, 6 and 7), in which the charge starts from the piston crown 1. the so-called from pure air

existing non-working part, 2. several corresponding to 120 ° CA angles Layers of lean mix and

3. several of the KW angles from 120 ° to

180 corresponding layers of rich mixture,

is composed. The layers in 2 and 3 form the so-called working part. When idling, shown with Fig. 1 _c and 1 _C and curve 0 in Fig. 11, the working part only consists of a rich mixture, although the orifices (13) and (19) have their smallest openings and fuel consumption is lowest.

To regulate the pressure in the evaporation chamber of the heat exchanger (8) and in the distributor (13), measures are provided so that the Vapor pressure remains constant at all loads. If the pressure rises above its setpoint, countermeasures are set in motion, in which the reflux valve (5), the bypass valve (14) to the condensation pipe (15) and the reflux valve (4) open. At higher pressure in the evaporation chamber of the heat exchanger (8) than in the storage tank (9), the fuel vapor supply valve (10) opens. That the heat exchanger lining insulating tube (47) reduces the heat exchange surface. When the pressure drops below its target value countermeasures are set in motion, in which the lining insulating tube (47) increases the heat exchange surface and the fuel reserve valve (11) opens.

After the method of fueling the gasoline cycle is described, there are certain for the fuel supply and the operation of the Otto cycle

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distinctive properties. The fuel supply has the following Characteristic properties:

1. Dirt or very high-boiling components that have diffused through the filter (2) become in closed circulation run and not forwarded for incineration.

2. The boiling temperature-pressure relationship reduces the required responsiveness of the pressure control system (see p. 9) in the heat exchanger.

3 · As the mean exhaust gas temperature due to the working principle after the mixing of working and non-working Dividing changes almost linearly with the load (cf. 8 »2 p. 13), an actuation of the lining becomes Insulating tube hardly required. The fuel supply system is then self-balancing.

4. When starting the cold engine, less fuel will evaporate than is fed to the heat exchanger. The fuel flowing back via the drain valve (6) is already warmed up and is fed to the heat exchanger evaporate quickly, which reduces the inertia of the system.

5. Although starting is not a concern of the method described, the quantified supply of fuel vapor is Using the system based on the stratification principle, it is very advantageous for smooth start-up. Because the one needed The amount of fuel is lower, as is the heat generated from the exhaust gas After the first burns, this required amount of fuel is sufficient to evaporate A rich mixture of fuel vapor and Air guaranteed.

6. To switch to a different fuel, only part (17) needs to be changed.

7. The fuel supply system is insensitive to the presence of gases.

8. The pressure in the fuel supply system is significantly lower than in known injection systems.

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Thus, the new way of working of the Otto cycle process also has the following characteristic properties:

1. The rinsing process is guaranteed and runs without Loss of fuel in the direction of the exhaust valve. Also for them Charging, be it with a turbocharger or with pump power, the system is advantageous.

2. The usual throttling on the carburetor by the throttle valve does not apply. Therefore, the supply resistance becomes lower and a correspondingly higher degree of filling with fresh mixture is expected.

3. Controlled metering of the fuel to the individual cylinders. The dosing mechanisms are simple and exactly.

4. When the load changes, the change in fuel dose is inertia-free and therefore allows very short acceleration and deceleration times, which, as described in 6.1, are only carried out by changing the opening duration of the metering orifice (12).
5ο The kinetic energy of the vaporous fuel flowing critically from the metering orifice (12) ensures a homogeneous distribution of the fuel through its breakdown and only within the air flow in the mixing chamber (21) in front of the inlet valve. 6. When it flows through the inlet valve (Fig. 1, 9 »and 10), a movement is superimposed on the mixture which, in simplified form, takes the form of a rotating spiral in the cylinder. The remaining rotary movement will decrease by the end of the compression stroke due to the expansion of the cross section and the friction in the cylinder. This rotational movement takes place in a plane parallel to the piston crown and therefore leads to the stratification of the charge. The relative speed between the layers is negligibly small. At the end of the suction stroke, the following conditions can be determined:

6.1 The metering orifice (12) consists of an orifice with a variable opening cross-section and opening duration.

A change in the aperture size of the aperture with the same The engine speed changes the air ratio, e.g. from 0.9 to 1o2 · The opening time determines the size of the working part of the cylinder volume. An increase of the working part with the same load increases the speed of the motor and thus the acceleration. This procedure shows that the working part reaches its minimum size when idling, that at part load a proportion of the work volume corresponding to the size of the load occupies and only at maximum load the volume of the working part occupies the entire volume of the cylinder. It should be noted that in all of these operations the compression ratio is assumed to be constant and changes changes only very slightly with the load, e.g. ofG = 10 on 9.5. This slight change in the compression ratio is only due to a change in the load factor the various components of the system (e.g. air flow, exhaust gas flow, purging, piston speed ... etc) as a function of the engine speed.

6.2 The exchange of substances between those loaded with fuel Layers and the layers of fresh air will only take place as a result of molecular diffusion.

Simplified assumptions show that the change in concentration in these layers is by far is less than 1%. The diffusion coefficients increase as a result of local turbulence, for example. around 100 times the change in the concentration of the fuel a few percent in this layer as a result of the turbulent diffusion mentioned. The air ratio decreases very slightly in this layer.

6.3 Towards the end of charging, the air mass flow in front of the inlet valves will decrease sharply and therefore leads too fuel-rich mixture at the end of charging. This layer is at the top and at the end of the compression stroke in the immediate vicinity of the spark plugs (20).

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7. Determine the following conditions at the end of the compaction process:

7.1 The mixture always has a concentration gradient of the fuel vapor in the air and is always the richest in the immediate vicinity of the spark plugs, has a decreasing concentration within the piston working part, lean at the end of the working part and zero in the remainder of the part up to the piston.

7.2 Drop one of the spark plugs in the direction of the piston Temperature gradients (cf. 8).

7.3 As a result of the constant compression ratio, the final pressure is independent of the engine load reached and corresponds (cf. 2 in p. 3 and curves 3, 4, 5 in Fig. 3) to the highest final pressure in the known Otto engines, which can only be achieved at full load ii6, 177.

7.4 The length of the flame path depends on the load; it is shortest when idling and increases with increasing Load and only reaches its maximum size at maximum load, which is the size of the flame path in the known petrol engines.

7.5 The layers have a rotational movement around the axis of the cylinder. Additional movements like induced Currents caused by squeezing are avoided (see p. 7).

8. The following conditions can be determined during incineration:

8.1 After the ignition is triggered, the flame front moves in the direction of the piston. The incineration increases the relative speed at the flame front

8.2 The gases in the combustion chamber are divided into two parts in relation to the flame front. Behind the flame front this part consists of the exhaust products, their temperature despite the same pressure in the combustion chamber is significantly higher than the temperature of the gases in the part in front of the flame front. About the turbulence behind the Flame front was written in / 18V. At the end of Combustion is therefore the temperature of the gases (air) in

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the non-working part only increased due to polytropic compression compared to the fresh air temperature and therefore it is much lower than the exhaust gas temperature. The flask stays cold.

8.3 This representation of the temperature conditions in both parts of the gases in 8.2 also applies at the end of the Expansion stroke s.

8.4 Due to the higher compression ratio (cf. 7.3 and 17) the shorter flame path (see 7.4) and the higher pressure during combustion (curve 3 - 5 in Fig. 3) at all partial loads and at idle is one faster, more homogeneous flame spread and the resulting higher pressure at the end of the combustion than to be expected in the previously known cycle processes

Γΐ6, 17, 19y.

8.5 These conditions described in 8o4 result in a higher specific work output and labor yield and consequently a lower temperature of the exhaust gases in the working part / i5_ / and thus an even lower exhaust gas temperature (cf. 3 in p. 10).

8.6 When idling and at part load, the piston only comes into contact with the cold, non-working gases (air) during the expansion and extension stroke. Only at maximum load does the whole room consist of a working mixture. In this case, the piston comes into contact with the exhaust gases during combustion _o 9 »At the end of the push-out stroke, during idling and at partial loads, the escaping gases consist of the exhaust gases from the combustion and cold air, the temperature of which is slightly higher than the fresh air temperature. This air, especially at low partial loads, at which the relative size of the non-working part increases, ensures cooling of the hot parts in the combustion chamber and dilution and purging of the exhaust gases as well as cooling of the exhaust pipe.

10. During the rinsing process, in which both Valves are partially open at the same time, the following is

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of the following:

10.1 The flow rate increases when the metering orifices are opened faster than the flow through the inlet valves, which is due to the different course of the driving forces of the two streams. This property is used to benefit the flush, in which the dosing blinds later than the inlet valves are opened so that the purging with fresh air takes place, and as with the diesel cycle without the disadvantages of purging in the known Otto cycle processes.

10o2 This property only needs to be adjusted precisely at maximum load. At part load and when idling, the metering orifices open much later and are therefore insensitive to the precise adjustment of both times.

10.3 That this system is insensitive to flushing can be explained in the following. Would do the flush do not take place, the remaining gases at part load and idling would consist of the non-working Part that consists of pure air and the temperature of which is low. At maximum load, the remaining gases if not purged from the gases produced during combustion. These exhaust gases are the Form the lowest layer directly above the piston crown. You won't mess with the fresh mixture do not mix or take part in the combustion «Their temperature and pressure behavior are the same as those already described Behavior of the non-working part at partial load. Although it is a relatively deteriorating one However, they do have an influence on the degree of filling and the power output compared to the flushing carried out not different from the degree of filling and the power output of the well-known Otto cycle process with good flushing. On the other hand, bad or not carried out flushings lead to the known Otto cycle processes Mixing of the exhaust gases with the fresh mixture. Depending on the flow conditions, this mixing can be a

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result in a homogeneous mixture or strands. This mixture therefore not only leads to a sharp slowdown in the ignition and the speed of the flame, with the subsequent one Performance losses and increased exhaust gas temperature, but also on the exhaust gas quality and formation of environmentally harmful gases.

11. The exhaust quality is determined during the combustion and the expansion stroke. The fuel is dosed more precisely and distributed more homogeneously to each cylinder than in previously known systems, whereby a considerable improvement in the exhaust gas quality can be expected compared to known systems and thus resembles the advantageous operation with liquefied gases (cf. 11 in p. 4). At maximum load, the spark-ignited prechamber engine en / ~ 1 J , in which the exhaust gas quality is better than with other known processes, are similar to these processes, although in this process the structure of an antechamber and thus also its disadvantageous effects / i4, 19_ / be avoided-. The small amounts of air that mix with the combustion products in the working part at the end of the combustion due to convective turbulence behind the flame front contribute to the conversion of the unburned gases, e.g. into carbon dioxide (cf. 8.2 in, p. 13). The use of the staged combustion process or a homogeneous mixture with a constant air ratio can, however, be left to the optimization and in this case does not require any additional internals.

12. Even if, according to the combustion deposits occur, they will be pushed by rinsing it with clean air from the cold non-operating part at part load from the cylinder This provides in this method for a continuous cooling and cleaning of the combustion space _o

13o The exhaust gases are flowing through the exhaust pipe mixed. At partial loads, the exhaust gases contain enough air around the unburned gases, for example. in carbon dioxide

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to convert, whereby "with Katlysatorbau the periodic Management of air in the exhaust gases is spared.

14. When the engine is switched off, the fuel supply prevented, although the engine is still rotating when it is hot and is therefore only filled with pure air will. This eliminates the additional loss of fuel as well as the so-called run-on or diesel avoided

15. The calorific value of the fuel is retained and will not partially evaporate the fuel

itself requires L5J. In the case of methanol, for example. makes the evaporation sw poor approx. 6% of its calorific value.

16. This combustion process allows very little change when switching to other types of fuel.

17 · The properties shown, such as quick ignitability, shortened flame path and the optimal ones Temperature conditions allow the compression ratio to be increased.

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Image description:

Fig. 1 Representation of the supply of the charge prepared in the mixing space (21) (the air ratio curve of which is shown in Fig. 11) in 1 _a » ¹ _e idle, 1" b, 1f partial load, 1 _c , 1g maximum load, 1 <i> 1h full load before or . after compression. fuel; fresh air.

Fig. 2 Fuel preparation and supply circuit.

Fig. 3 Sections in the heat exchanger (8) including the control mechanism.

Figure 4 P-V diagram to illustrate the working principle of the new cycle.

Curve 1 known throttled gasoline cycle curve 2 known unthrottled gasoline cycle Curve 3 new gasoline cycle at idle. Curve 4 new gasoline cycle at part load Curve 5 new gasoline cycle at full load

Fig. 5 Section through the distributor (13).

t
Fig. 6 Section through the actuation mechanism in the distributor (13).

Fig. 7 Working principle of the metering orifice (12).

Fig. 8 Sections through the panels in the parts (13,17,18,19).

Fig. 9 Section to show the mixture preparation and supply into the cylinder.

Fig. 10 Look at the parts from Fig. 9ο

Fig. 11 Cross-section of the metering orifice (12) for manufacture of the air ratio course of the mixture in front of the cylinders, described in p. 9.

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bibliography

1. Bussien, R. Automobiltechnisches Handbuch, 19th edition. Tech. Herbert Cram publishing house. Berlin 1980.

2. Kraemer, 0. and G. Jungbluth Construction and calculation of internal combustion engines, 5th edition Berlin, Heidelberg, New York, Tokyo, Springer 1983.

3. Gruden, D. Effects of displacement, number of cylinders and compression ratio on fuel consumption, VDI 6 (1981) H. 81, p.20.

4. Hartig, P. Reduction of consumption in the partial load range by the BMW concepts, VDI 6 (1981) H. 81, S 52.

5. Chmela, F. High compression stratified charge engines and their suitability for conventional and alternative fuels, C400 / 80, IME, Nov. 1980.

6. l) emel, H. Opportunities to save fuel through improvement of mixture preparation and distribution, VDI 6 (1981) H. 81, S 81.

7. Greiner, R. A contribution to mixture formation in gasoline engines taking into account exhaust emissions, Diss. Stut tgart 1976.

8. Müller, E. Experimental investigation of fuel film formation, preparation and evaporation in the direct injection Μ, .Α.Ν diesel engine, Haus der Technik H. 437, 1981.

9. Eisfeld, F The influence of the fuel input on the Processing and incineration, Haus der Technik H. 437.1981.

10. Hohenberg, G. The course of combustion - a way of assessment of the motor process, VDI 6 (1982) H. 103, S 71.

Williams, A. Combustion of sprays of liquid fuels, Eleck London 1976.

11. Abidin, A. Low-emission motor vehicle drive, Diss. D83 Berlin 1974.

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12. Johnson, R.T. and R.K. Rilley Feasibility of Methanol / Gasoline Blends for Automotive Use, Adv. Ghem. Ser. 166 (1978) 17, p. 245.

15 Date, T., T. Nomura and Ύ. Toyoda fuel supply characteristics of CVCC carburettor to the auxiliary combustion chamber, C399 / 80, IME, Nov 1981.

14. Pischinger, F. and W. Adams Influence of intake swirl on the characteristics of a stratified charge engine with prechamber injection, C391 / 80, IME, Nov 1981.

15. Bussien, R. Automobiltechnisches Handbuch, 17th ed. Tech. Herbert Cram publishing house. Berlin 1953.

16. Hockel, G.L.K. Investigations into load control at Otto engine, VDI 6 (1982) H. 103, p 89.

17. Abthoff, J., H.D. Schuster, G. Wollenhaupt and H.G. Schmitz The possibilities of reducing consumption through Mercedes-Benz cylinder deactivation, VDI 6 (1982) H. 103, p 135.

18. Moen, 1.0. The influence of turbulence on flame propagation in obstacle environments, Proceedings June (1982) p101.

19. Gruden, D., F. Brochert and ¥. Wurster Porsche one, six and eight cylinder stratified charge engine with divided combustion chamber (SKS-engine), C396 / 80, IME, Nov. 1981.

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Claims (1)

■; : '· "[ ^: .- ■: ■' ::.:. 34U168 - χ - Claims 1.) A method of fueling and working the gasoline cycle for low specific fuel consumption and low-emission exhaust gases for all loads, characterized in that a) the compression ratio and the degree of filling are not changed for all loads, b) the medium in the cylinder consists of two parts set in rotation, namely a working part Fuel-air mixture near the spark plug, and one that extends the rest of the space to the piston crown non-working part, is formed, c) the combustion only takes place in the working part, from the spark plug to the non-working part Part has an adjustable air ratio curve, d) as the load increases, the volume of the working part increases and the volume of the non-working part decreases. ο A method of fueling and working of the Otto cycle according to claim 1, characterized in that a) the liquid fuel evaporates in a heat exchanger (8) heated by the exhaust gases, b) the fuel vapor through a manifold (13) in the last part of the air portion flowing to the cylinder before the inlet valve is supplied in such a way that the adjustable course of the air ratio is formed in the working part, c) the inlet valves (22, 23) open tangentially into the cylinders. 3. A method of fueling and operation of the Otto cycle process according to Claims 1 and 2, characterized in that Ί L :. -f ::.: .- X !. '. 34ΗΊ68 -'2 - a) in the heat exchanger (8) an electrically actuatable insulating surface lining the heat exchange surface (47 »48, 49) to change the size of the heat exchange surface in order to regulate the pressure in the heat exchanger is provided, b) a storage tank (9) and a condensation pipe (14, 15) as a fuel vapor source or sink to regulate the pressure upstream of the distributor (13) is provided. 4 · A method of fueling and working of the Otto cycle process according to Claims 1 to 3, characterized in that a) the actuable and motor-driven distributor (13; 43, 36, 38, 40, 39) is a three-part shape changeable Has a metering orifice (12) per cylinder, b) the metering orifice (12) from the according to its punctures named parts, namely the retarder part (18) and its drive (36, 35, 31, 38, 40, 37, 39), the Speed-adapting part (19) and the fuel concentration curve adjusting part (17) exist.