Direct injection type internal combustion engine

• US 5,245,975 A
• Filed: 11/22/1991
• Issued: 09/21/1993
• Est. Priority Date: 11/28/1990
• Status: Expired due to Term

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Ito, Yasusi
• Primary Examiner(s): MILLER, CARL STUART
• Application Number:
  US07/795,979
• Time in Patent Office: 669 Days
• Field of Search: 60/285, 60/283, 123/518, 123/519, 123/520, 123/521
• US Class Current: 123/520
• CPC Class Codes: F02B 2023/108 Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
• CPC Class Codes: F02B 2075/125 Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
• CPC Class Codes: F02B 23/104 the injector being placed on a side position of the cylinder
• CPC Class Codes: F02D 41/0032 Controlling the purging of the canister as a function of the engine operating conditions
• CPC Class Codes: F02F 3/26 having combustion chamber in piston head the surface thereof being covered F02F3/14
• CPC Class Codes: F02M 25/08 adding fuel vapours drawn from engine fuel reservoir electrical control of purge system F02D41/003
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A direct injection type engine in which an air-fuel mixture formed in a restricted region in the combustion chamber is burned in the presence of excess air when the engine is operating under a light load. A uniform air-fuel mixture is formed in the combustion chamber when the engine becomes high, a fuel vapor is purged into the intake passage of the engine from the charcoal canister, and a catalytic converter is arranged in the exhaust passage of the engine. To prevent fuel vapor from being discharged to the outside air, the purging of fuel vapor into the intake passage is stopped when the engine is operating under a light load and the temperature of the catalyzer of the catalytic converter is low.

Claims

1. A direct injection type engine having a combustion chamber, an intake passage and an exhaust passage, said engine comprising:

an air-fuel mixture forming means for forming an air-fuel mixture in a restricted region in the combustion chamber when an engine load is lower than a predetermined load and for forming an air-fuel mixture spreading over the entire interior of the combustion chamber when the engine load is higher than said predetermined load;

a spark plug arranged in the combustion chamber to ignite said air-fuel mixture;

catalytic means arranged in said exhaust passage for purifying the exhaust gas;

detecting means for detecting a temperature of said catalytic means;

fuel vapor supply means for purging fuel vapor into the intake passage; and

control means for controlling said fuel vapor supply means to prohibit the purging operation of the fuel vapor when the engine load is lower than said predetermined load and the temperature, of said catalytic means is lower than a predetermined tolerable minimum temperature at which the exhaust gas is purified.

2. A direct injection type engine according to claim 1, wherein said control means controls said fuel vapor supply means to purge the fuel vapor into the intake passage when the engine load, is higher than said predetermined load, regardless of the temperature of said catalytic means.

3. A direct injection type engine according to claim 1, wherein said air-fuel mixture forming means comprises a fuel injector arranged in the combustion chamber for injecting fuel at the end of the compression stroke of the engine to form the air-fuel mixture in the restricted region in the combustion chamber and for injecting fuel at the beginning of the intake stroke of the engine to form the air-fuel mixture spreading over the entire interior of the combustion chamber.

4. A direct injection type engine according to claim 3, further comprising a piston having a top face having a depression formed thereon, said fuel injection injecting fuel toward said depression at the end of the compression stroke to form the air-fuel mixture in said depression.

5. A direct injection type engine according to claim 3, wherein said fuel injector injects fuel only once at the end of the compression stroke when the engine load is lower than a predetermined first load, and said fuel injector injects fuel twice, once at the beginning of the intake stroke and once at the end of the compression stroke, when the engine load is between said first load and a predetermined second load which is higher than said first load, said fuel injector injecting fuel only once at the beginning of the intake stroke when the engine load is higher than said second load, said control means prohibiting the purging operation of the fuel vapor when the engine load is lower than said first load and the temperature of said catalytic means is lower than said tolerable minimum temperature.

6. A direct injection type engine according to claim 5, wherein said control means controls said fuel vapor supply means to purge the fuel vapor into the intake passage when the engine load is higher than said first load, regardless of the temperature of said catalytic means.

7. A direct injection type engine according to claim 1, wherein said catalytic means comprises a catalytic converter arranged in the exhaust passage and having a catalyzer therein, and said detecting means comprises a temperature sensor for detecting the temperature of said catalyzer, said control means prohibiting the purging operation of the fuel vapor when the engine load is lower than said predetermined load and the temperature of said catalyzer is lower than said tolerable minimum temperature.

8. A direct injection type engine according to claim 1, wherein said fuel vapor supply means comprises a charcoal canister having an activated carbon layer therein for adsorbing fuel vapor, and said charcoal canister comprises a fuel vapor chamber arranged on one side of said activated carbon layer and connected to a fuel vapor source and, to the intake passage, via a purge control valve, and an air chamber arranged on another side of said activated carbon layer and connected to the outside air, said control means controlling said purge control valve to be open when the fuel vapor is to be purged into the intake passage and to be closed when the purging operation of the fuel vapor is to be stopped.

9. A direct injection type engine according to claim 8, wherein said fuel vapor source is a fuel tank.

10. A direct injection type engine according to claim 8, wherein said fuel vapor supply means comprises an air feed pump for discharging air into said air chamber to thereby purge fuel vapor into the intake passage.

11. A direct injection type engine according to claim 10, wherein said fuel vapor supply means comprises an air outflow shut valve arranged between said air chamber and the outside air, and said control means closes said air outflow shut valve when said air feed pump is operated.

12. A direct injection type engine according to claim 8, wherein the intake passage comprises a first passage connected to the combustion chamber via a first intake valve, a second passage connected to the combustion chamber via a second intake valve, and an intake control valve arranged in said first passage, and said fuel vapor chamber is connected to said first passage downstream of said intake control valve via said purge control valve.

13. A direct injection type engine according to claim 12, wherein said intake control valve is closed when the engine load is lower than said predetermined load, and the degree of opening of said intake control valve is increased as the engine load becomes higher and the engine load is higher than said predetermined load.

14. A direct injection type engine according to claim 8, wherein said fuel vapor supply means includes an adsorbing capability detecting means for determining whether or not the adsorbing capability of activated carbon for fuel vapor is saturated, and said control means controls said fuel vapor supply means to purge the fuel vapor into the intake passage when the adsorbing capability of activated carbon for fuel vapor is saturated even when the engine load is lower than said predetermined load and the temperature of said catalytic means is lower than said tolerable minimum temperature.

15. A direct injection type engine according to claim 14, wherein said adsorbing capability detecting means comprises a sensor for detecting the concentration of fuel vapor in said air chamber and determines that the adsorbing capability of activated carbon for fuel vapor is saturated when the concentration of fuel vapor in said air chamber exceeds a predetermined concentration.

16. A direct injection type engine according to claim 1, wherein said tolerable minimum temperature is a temperature at which the exhaust gas purifying rate of said catalytic means becomes approximately 80 percent.