WO1997023721A1 - Fremdgezündete brennkraftmaschine mit direkteinspritzung - Google Patents
Fremdgezündete brennkraftmaschine mit direkteinspritzung Download PDFInfo
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- WO1997023721A1 WO1997023721A1 PCT/DE1996/001352 DE9601352W WO9723721A1 WO 1997023721 A1 WO1997023721 A1 WO 1997023721A1 DE 9601352 W DE9601352 W DE 9601352W WO 9723721 A1 WO9723721 A1 WO 9723721A1
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- Prior art keywords
- fuel
- combustion engine
- internal combustion
- valve
- combustion chamber
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
- F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10072—Intake runners
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/024—Increasing intake vacuum
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
- F02F2001/246—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis and orientated radially from the combustion chamber surface
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the invention is based on a spark-ignition internal combustion engine with direct injection according to the preamble of claim 1.
- a spark-ignition internal combustion engine with direct injection is already known (EP 0 488 254 B1), which, as shown in an exemplary embodiment in FIG. 1, has four cylinders or has four combustion chambers, each with a fuel injection valve, which injects the fuel directly into the combustion chamber, so that there is a relatively narrowly delimited cloud of fuel droplets in the combustion chamber.
- the fuel droplet cloud is laminated and, due to a specially shaped piston head, reaches a spark plug in the shape of a vortex, which initiates a time-controlled combustion of the fuel droplet cloud.
- the internal mixture formation by means of the direct injection
- Fuel injection valve is known to the person skilled in the art as a so-called stratified charge or charge stratification.
- the state of the stratified charge or the charge stratification in the combustion chambers is limited to the operating range of the lower partial load of the internal combustion engine, in particular to the idling range.
- the relatively narrowly delimited fuel droplet cloud enables combustion to be carried out with a large excess of air in the combustion chamber, which leads to a reduction in fuel consumption and in emissions of harmful exhaust gas components in the exhaust gas.
- the fuel injector In the area of higher load of the internal combustion engine, in particular in the area of the upper partial load and the full load, it is necessary to use the fuel injector increase the amount of fuel delivered in order to meet the desired, higher power requirement.
- the amount of fuel emitted by the fuel injector is so high that a state of charge stratification in the combustion chambers can no longer be achieved, so that an essentially homogeneous distribution of the fuel in the combustion chambers is aimed at, as before, with almost no fuel and excess air stoichiometric. Burn fuel-air ratio.
- an electromotive throttle valve is provided in the prior art mentioned above, which is rotatably housed in an intake pipe of the internal combustion engine. Downstream of the throttle valve, the intake pipe opens into an intake manifold, which feeds the air sucked in by the internal combustion engine via the intake pipe into individual supply lines to the intake valves of the cylinders.
- a feed opening is provided in the intake pipe downstream of the throttle valve, from which fuel is emitted into the feed line, which comes from an electromagnetically actuated valve.
- the valve is part of a fuel evaporation retention system of a fuel tank of the internal combustion engine and is sufficiently known to the person skilled in the art as a so-called regeneration valve or tank ventilation valve.
- the fuel evaporation retention system also has a
- Adsorption filter which is filled with an adsorption medium, in particular with activated carbon, around which from the Intermediately store the fuel vapors outgassing the fuel vapors.
- the fuel vapors temporarily stored in the adsorption filter are discharged from the supply opening into the intake pipe by means of the valve in certain operating areas of the internal combustion engine, in order to get evenly into the combustion chambers of the cylinders via the intake pipe distributor, where they are subsequently burned. Due to the limited storage capacity of the adsorption filter, it must be regenerated, that is, discharged from the stored fuel, for which purpose
- Ventilation line is provided on the adsorption filter, into which air can flow in an open position of the valve, which then entrains the fuel that is temporarily stored in the adsorption filter.
- the internal combustion engine can no longer produce a stratified charge state in the combustion chamber since the fuel mixes with air as soon as the inlet valve overflows.
- the advantages of charge stratification in terms of fuel consumption and reduction of the proportion of harmful components in the exhaust gas can therefore no longer be achieved. Because of this, it is provided in the stated prior art to carry out the introduction of the fuel by means of the valve only in the operating range of the upper partial load and in the full load range, since in these operating ranges there should be combustion with a homogeneous distribution of the fuel in the combustion chambers, which can only be influenced by the valve from an external supply of additional fuel.
- FIG. 11 of the prior art mentioned at the beginning shows a second exemplary embodiment of a spark-ignition internal combustion engine with direct injection.
- the internal combustion engine has four cylinders or four combustion chambers, each with two intake and two
- Each inlet valve is separately connected to the intake manifold via a feed line, so that two feed lines lead to the two inlet valves per cylinder for each cylinder.
- one of the two supply lines per cylinder has an auxiliary motor-operated throttle element in the form of a throttle valve rotatably accommodated in the one supply line and a feed opening in the supply line downstream of this throttle valve.
- the four feed openings in the eight feed lines which are provided downstream of the four throttle valves and are shown in FIG. 11, are connected to one another and together with the valve, for example by means of hose lines.
- the fuel is introduced by means of the valve in such a way that the throttle valves are closed in the lower load area of the internal combustion engine and open somewhat in the higher load area, so that downstream of the throttle valves, a negative pressure is generated in the supply lines, with the aid of which, in the open valve, that in the adsorption filter cached fuel can be sucked into the supply lines without the need for an additional pumping device.
- the introduction of the fuel by means of the valve interrupts the state of the stratified charge provided in the combustion chambers during the regeneration of the adsorption filter.
- Claim 1 has the advantage that the supply of fuel by means of a valve Fuel evaporation retention system of a fuel tank of the internal combustion engine takes place in such a way that the state of the stratified charge, characterized by combustion with a high excess of air, can be maintained in at least one of the combustion chambers or in several or in most combustion chambers of the internal combustion engine even during the regeneration of the adsorption filter. This advantageously results in a further reduction in fuel consumption and the proportion of harmful exhaust gas components of the internal combustion engine. It is also of particular advantage that the spark-ignition internal combustion engine according to the invention with direct injection is constructed more simply and requires fewer components. In particular, a pump device provided in the prior art or a plurality of throttle valves in the
- Feed lines to the intake valves of the internal combustion engine are dispensed with.
- Claim 1 specified spark-ignition internal combustion engine with direct injection possible.
- FIG. 1 shows an internal combustion engine in a schematically simplified representation according to a first exemplary embodiment according to the invention
- FIG. 2 shows a detail of the internal combustion engine according to a second exemplary embodiment according to the invention
- FIG. 3 shows a detail of the internal combustion engine according to a third exemplary embodiment according to the invention. Description of the exemplary embodiments
- Embodiment of a spark ignition internal combustion engine 1 with direct injection in a schematically simplified
- the internal combustion engine 1 has an engine block 2 which, for example, has four cylinders 4, which are identified by corresponding dashed, circular lines in FIGS. 1 to 3. However, it is also possible to provide an internal combustion engine having two, three, five, six or more cylinders. Pistons, not shown, are accommodated in the cylinders 4 in a known manner. To move the pistons, fuel is burned in combustion chambers 5 of the internal combustion engine 1 delimited by pistons and cylinders 4, the pressure energy resulting from the combustion being converted into corresponding kinetic energy of the pistons. The gas exchange in the combustion chambers 5 of the internal combustion engine 1 can take place, for example, according to the four-stroke process or the two-stroke process. To control the
- Gas exchange valves of the known type are provided in the combustion chambers 5 of the internal combustion engine 1.
- each cylinder 4 or combustion chamber 5 of the internal combustion engine 1 has an inlet valve 7 and an outlet valve 8. Fuel is fed into the combustion chambers 5 of the internal combustion engine 1 by means of at least one fuel injection valve 9 per combustion chamber 5.
- The, for example, four fuel injection valves 9 shown schematically in FIG. 1 are, for example, electromagnetically operable and are connected via electric lines 17 to an electronic control unit 22, which can control the fuel injection valves 9 accordingly.
- the fuel injector 9 provided for each cylinder 4 delivers the fuel directly into the combustion chamber 5 Internal combustion engine 1, preferably towards the end of the compression stroke immediately before ignition in a finely atomized form, so that there is a relatively narrowly delimited cloud of fuel droplets in combustion chamber 5.
- a bottom of the piston can have a specially designed piston shape, for example a nose-bowl shape, as is shown in EP 0 488 254 B1, in order to cause an air vortex in the combustion chamber 5, in which fuel, when the inlet valve 7 is open is emitted by means of the fuel injection valve 9, so that the fuel droplet cloud can spread into the combustion chamber 5.
- the fuel droplet cloud for example laminated, arrives at an ignition device provided in the combustion chamber 5, in particular a spark plug, which ignites the fuel drop cloud in a time-controlled manner.
- Fuel droplet cloud causes combustion in the combustion chamber 5, which takes place on average with a large excess of air or with a heavily emaciated mixture.
- Such internal mixture formation by means of a direct-injection fuel injection valve 9 is known to the person skilled in the art as a so-called stratified charge or landing stratification.
- the control of the power of the internal combustion engine 1 takes place essentially by changing the amount of fuel emitted by the fuel injection valves 9 into the combustion chambers 5 and partly by changing the air mass drawn in by the internal combustion engine 1.
- the state of the landing stratification in the combustion chambers 5 is limited to the region of the lower and middle partial load of the internal combustion engine, in particular to idling, in order to achieve an improved efficiency of the internal combustion engine 1 by burning the fuel with a high excess of air, so that the
- Fuel consumption and the proportion of harmful exhaust gas components is reduced.
- the amount of fuel emitted by the fuel injection valves 9 is increased in such a way that there is an essentially homogeneous distribution of the fuel in the combustion chambers 5.
- a main throttle element 10 is provided which can be actuated, for example, by an electromotive actuator 11.
- the main throttle body As shown in Figure 1, the main throttle body
- Internal combustion engine 1 is housed in order to appropriately measure the amount of air drawn in by the internal combustion engine 1 in the intake pipe 14. To control the actuator
- the main throttle valve 10 assumes an open position or an intermediate position in order from
- Fuel injector 9 delivered, certain amount of fuel to realize the state of the charge stratification in the combustion chambers 5.
- the intake pipe 14 opens into an intake manifold 15, which has a number of supply lines 16 corresponding to the number of cylinders, that is to say four supply lines 16 in the exemplary embodiment.
- the intake manifold 15 distributes the air flowing from the intake pipe 14 into the intake manifold 15 into the supply lines 16 to the inlet valves 7 and to the combustion chambers 5, respectively.
- the exhaust valves 8 are connected in a known manner to an exhaust manifold 18 which connects the exhaust gases of the combustion chambers 5 to one passes on the exhaust manifold 18 connected catalyst 19 for subsequent post-combustion or after-reaction.
- a lambda probe 20 is introduced into the exhaust gas stream upstream of the catalytic converter 19 and is connected to the electronic control unit 22 via an electrical line 21.
- the internal combustion engine 1 has a fuel evaporation retention system which serves to retain the constituents of the fuel that outgas from a fuel tank 25 of the internal combustion engine 1.
- an adsorption filter 27 is provided, which is connected to the fuel tank 25 via a tank line 28 and to a valve 30 via a valve line 29.
- the adsorption filter 27 is filled with an adsorption medium, in particular with activated carbon, for storing the fuel vapors.
- the valve 30 is designed to be electromagnetically actuable and serves to introduce the fuel temporarily stored in the adsorption filter 27 into certain ones Operating ranges of the internal combustion engine 1.
- Such a valve 30 is sufficiently known to the person skilled in the art as a so-called regeneration valve or tank ventilation valve.
- the valve 30 is connected to the electronic control device 22 via an electrical line 31 in order to be actuated by it, for example in a clocked manner.
- the valve 30 is connected via a connecting line 32 only to a partial number of the cylinders 4 or combustion chambers 5 of the internal combustion engine 1, preferably to a single combustion chamber.
- a connecting line 32 only to a partial number of the cylinders 4 or combustion chambers 5 of the internal combustion engine 1, preferably to a single combustion chamber.
- the introduction into a single combustion chamber 6 is shown, which is referred to below as the regeneration combustion chamber 6.
- the fuel temporarily stored in the adsorption filter 27 is discharged from the valve 30 via the connecting line 32 into a supply opening 34 provided in the wall or inside the supply line 16, which then flows with the flow in the supply line 16 in the direction of an arrow 47 Air mixed to flow into the regeneration combustion chamber 6 in the form of a fuel-air mixture.
- the valve 30 releases the fuel into the regeneration combustion chamber 6 only in certain operating ranges of the internal combustion engine 1 and is controlled accordingly by the electronic control unit 22.
- a secondary throttle element 36 is accommodated in the feed line 16 to the regeneration combustion chamber 6, which is designed, for example, in the form of a throttle valve 36, which can be actuated, for example, by an electromotive actuator 37.
- the actuator 37 is connected via an electrical line 38 to the electronic control unit 22 connected to be controlled by this.
- the vaporized fuel is introduced only in a partial number of combustion chambers 5, in the exemplary embodiment into one regeneration combustion chamber 6, the remaining, for example three, combustion chambers 5 can be in the region of the lower and middle partial load and in particular when the internal combustion engine is idling 1 the combustion can be carried out in the state of the charge stratification with a high excess of air.
- the introduction of the fuel for regeneration purposes of the adsorption filter 27 by means of the valve 30 into the regeneration combustion chamber 6 is preferably provided in the lower load area of the internal combustion engine 1, in particular when idling, since in this area in the
- a sufficient negative pressure can be provided to the supply line 16 to the regeneration combustion chamber 6 with the aid of the secondary throttle valve 36 which more or less closes the cross section of the supply line 16.
- the secondary throttle valve 36 assumes a position in which the power output by the regeneration combustion chamber 6 is adapted to the power of the remaining combustion chambers 5.
- the combustion in the regeneration combustion chamber 6 is carried out with an essentially stoichiometric fuel-air ratio.
- the state of the charge stratification in the regeneration combustion chamber 6 can be passed on and the secondary throttle valve 36 can be opened completely for the most part.
- FIG. 2 a partial representation of internal combustion engine 1, shows a second exemplary embodiment of the invention, in which all the same or equivalent parts are identified by the same reference numerals as in the first exemplary embodiment according to FIG. 1.
- the internal combustion engine 1 although only one cylinder 4 or one combustion chamber 6 is shown in FIG. 2, also has four cylinders 4 or four combustion chambers 5, for example, which, as shown in FIG. 2, each have two intake valves 7 and two exhaust valves 8 have. However, it is also possible to provide three intake valves and three exhaust valves or any other number of intake valves and exhaust valves.
- the internal combustion engine 1 although only one cylinder 4 or one combustion chamber 6 is shown in FIG. 2, also has four cylinders 4 or four combustion chambers 5, for example, which, as shown in FIG. 2, each have two intake valves 7 and two exhaust valves 8 have. However, it is also possible to provide three intake valves and three exhaust valves or any other number of intake valves and exhaust valves.
- the internal combustion engine 1 although only one cylinder 4 or one combustion
- Supply line 16 to the regeneration combustion chamber 6 has a number of branches 44, 45 corresponding to the number of inlet valves 7.
- the two branches 44, 45 provided in the exemplary embodiment divide the air flowing in the supply line 16 or by means of the delivery of fuel by means of of the valve 30 in the supply line 16 fuel-air mixture separately to the two inlet valves 7.
- the branches 44, 45 extend only partially from the inlet valves 7 into the feed line 16, so that an unbranched part 49 remains in the feed line 16 upstream of the branches 44, 45.
- the feed opening 34 can open into the feed line 16 such that, as shown in solid lines, it is closer to one of the branches 44, 45, or that, as shown in broken lines at 34 ', it is symmetrical to the branches 44, 45 lies.
- the auxiliary throttle valve 36 can assume various positions when the fuel is introduced by means of the valve 30, so as to measure the air flowing from the intake manifold 15 in the supply line 16 accordingly.
- FIG. 3 a partial illustration of the internal combustion engine 1, shows a third exemplary embodiment of the invention, in which all the same and equivalent parts are identified by the same reference numerals as in FIGS. 1 and 2.
- the second exemplary embodiment according to FIG their entire length divided into two branches 44, 45 to separate the air flowing from the intake manifold 15 into the supply line 16 in the branches 44, 45 via the
- branches 44, 45 flowing air accordingly.
- the fuel is released by means of the valve 30 in FIG each of the branches 44, 45, which for this purpose have at least one feed opening 34 upstream of the inlet valves 7 and downstream of the throttle valves 36.
- the control of the two second throttle flaps 36 by means of the electronic control unit 22 can take place, for example, in such a way that both throttle flaps 36 assume the same swivel position or also a different swivel position in the branches 44, 45.
- two valves 30 which discharge volatilized fuel via separate connecting lines 36 into each feed opening 34 of the branches 44 and 45.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP9523189A JPH11506815A (ja) | 1995-12-21 | 1996-07-24 | 直接噴射方式の火花点火式の内燃機関 |
US08/875,943 US5826565A (en) | 1995-12-21 | 1996-07-24 | Internal combustion engine with externally supplied ignition and direct injection |
EP96923870A EP0811117A1 (de) | 1995-12-21 | 1996-07-24 | Fremdgezündete brennkraftmaschine mit direkteinspritzung |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19547916A DE19547916A1 (de) | 1995-12-21 | 1995-12-21 | Fremdgezündete Brennkraftmaschine mit Direkteinspritzung |
DE19547916.5 | 1995-12-21 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1997023721A1 true WO1997023721A1 (de) | 1997-07-03 |
Family
ID=7780871
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE1996/001352 WO1997023721A1 (de) | 1995-12-21 | 1996-07-24 | Fremdgezündete brennkraftmaschine mit direkteinspritzung |
Country Status (7)
Country | Link |
---|---|
US (1) | US5826565A (de) |
EP (1) | EP0811117A1 (de) |
JP (1) | JPH11506815A (de) |
DE (1) | DE19547916A1 (de) |
HU (1) | HUP9702158A3 (de) |
RU (1) | RU2153094C2 (de) |
WO (1) | WO1997023721A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0943791A3 (de) * | 1998-03-18 | 2000-07-05 | Toyota Jidosha Kabushiki Kaisha | Vorrichtung zum Behandeln von Kraftstoffdampf eines Magermotors |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2759420A1 (fr) * | 1997-02-07 | 1998-08-14 | Siemens Automotive Sa | Procede et dispositif de regeneration d'un filtre a vapeurs de carburant pour un moteur a injection directe |
US6148802A (en) * | 1997-07-04 | 2000-11-21 | Robert Bosch Gmbh | Method for operating an internal combustion engine, especially of an automobile |
US5950603A (en) * | 1998-05-08 | 1999-09-14 | Ford Global Technologies, Inc. | Vapor recovery control system for direct injection spark ignition engines |
DE19828774A1 (de) * | 1998-06-27 | 1999-12-30 | Bosch Gmbh Robert | Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE59811201D1 (de) * | 1998-07-02 | 2004-05-19 | Ford Global Tech Llc | Verbrennugskraftmaschine mit Direkteinspritzung |
JP3503479B2 (ja) * | 1998-07-15 | 2004-03-08 | トヨタ自動車株式会社 | 希薄燃焼内燃機関の蒸発燃料処理装置 |
DE19909658A1 (de) * | 1999-03-05 | 2000-09-07 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine mit Benzindirekteinspritzung |
US6314939B1 (en) * | 1999-03-11 | 2001-11-13 | Outboard Marine Corporation | Methods and apparatus for controlling engine operation |
DE19926310A1 (de) * | 1999-06-09 | 2000-12-14 | Bosch Gmbh Robert | Verfahren zum Betreiben einer Brennkraftmaschine |
US6279547B1 (en) | 2000-05-03 | 2001-08-28 | Ford Global Technologies, Inc. | Fuel vapor emission control system employing fuel vapor tank |
FR2958691B1 (fr) * | 2010-04-13 | 2012-05-04 | Continental Automotive France | Procede et dispositif de diagnostic de vanne de purge pour vehicule a motorisation hybride. |
JP2011231735A (ja) * | 2010-04-30 | 2011-11-17 | Nippon Soken Inc | 蒸発燃料供給装置 |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0488254A1 (de) * | 1990-11-28 | 1992-06-03 | Toyota Jidosha Kabushiki Kaisha | Eine Brennkraftmaschine der Direkteinspritzungsart |
-
1995
- 1995-12-21 DE DE19547916A patent/DE19547916A1/de not_active Withdrawn
-
1996
- 1996-07-24 RU RU97115680/06A patent/RU2153094C2/ru active
- 1996-07-24 HU HU9702158A patent/HUP9702158A3/hu unknown
- 1996-07-24 EP EP96923870A patent/EP0811117A1/de not_active Withdrawn
- 1996-07-24 WO PCT/DE1996/001352 patent/WO1997023721A1/de not_active Application Discontinuation
- 1996-07-24 US US08/875,943 patent/US5826565A/en not_active Expired - Fee Related
- 1996-07-24 JP JP9523189A patent/JPH11506815A/ja active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0488254A1 (de) * | 1990-11-28 | 1992-06-03 | Toyota Jidosha Kabushiki Kaisha | Eine Brennkraftmaschine der Direkteinspritzungsart |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0943791A3 (de) * | 1998-03-18 | 2000-07-05 | Toyota Jidosha Kabushiki Kaisha | Vorrichtung zum Behandeln von Kraftstoffdampf eines Magermotors |
Also Published As
Publication number | Publication date |
---|---|
HUP9702158A3 (en) | 2000-07-28 |
RU2153094C2 (ru) | 2000-07-20 |
US5826565A (en) | 1998-10-27 |
EP0811117A1 (de) | 1997-12-10 |
DE19547916A1 (de) | 1997-06-26 |
HUP9702158A2 (hu) | 1998-04-28 |
JPH11506815A (ja) | 1999-06-15 |
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