499542 A7 B7 五、發明說明（ 發明之領域 本發明係關於一種內燃機，其利用一空氣壓縮機，來 供應空氣以達到於引擎內燃燒計籩供給之噴射燃半斗。 發明之背景 此型引擎燃料系統一般稱爲雙流體(dual fiuid)或空氣 輔助（air-assisted)燃油噴射系統且通常包括分離之計量 (metering)燃油和燃油輸送裝置。該燃油輸送或噴射裝置通 常連接至壓縮空氣源’諸如：配釐接收來自一空氣壓縮機 之加壓氣體之一空氣軌(air mil)。一般計量進入噴射裝置之 燃油接著直接輸送至引擎之一燃燒室(combustion chambei〇 中’伴隨著氣體且爲茼度霧化之型式。這樣一種雙流體噴 射系統揭露於該申請人之美國專利第rE 36,768號和該申 請人之國際專利申請案第W0 99/28621號中，其內容經由 相互參考而合併於此。 在此型之內燃機中’在某些應用中，進入壓縮機之進 氣被用來淸除來自蒸氣分離器或”碳氣筒”(carbon canister) 之蒸氣’而該碳氣筒用來處理從燃油箱排出之蒸氣。此型 之一佈置揭露於該申請人之美國專利第5,245,974號，其 內容經由梦考而合倂於此。在那專利中，壓縮機的進氣口 被佈置因而至少該壓縮機吸入之部分空氣被牽引過蒸氣分 離器部件，其中，來自燃油箱和/或一般燃油系統之燃油蒸 氣被聚集以取出那燃油蒸氣。該燃油蒸氣因此被牽引過該 壓縮機且和由噴射裝置計量之燃油一起輸送至該引擎。雖 然此系統證明是成功的，但是在某些應用中其效率由在低 3 ----------丨«裝 (請先閱讀背面之注意事項再填寫本頁) 訂----- 線 經濟部智慧財產局員工消費合作社印製499542 A7 B7 V. Description of the Invention (Field of the Invention) The present invention relates to an internal combustion engine that uses an air compressor to supply air to achieve an injection-fueled half bucket provided by an internal combustion engine. Background of the invention Fuel for this type of engine The system is commonly referred to as a dual fiuid or air-assisted fuel injection system and usually includes separate metering fuel and fuel delivery devices. The fuel delivery or injection device is usually connected to a source of compressed air, such as : Pei Li receives one of the air rails (air mil) of pressurized gas from an air compressor. Generally, the fuel metered into the injection device is then directly delivered to a combustion chamber (combustion chambei) of the engine. The degree of atomization. Such a two-fluid injection system is disclosed in the applicant's US patent no. In this type of internal combustion engine, 'in some applications, the intake air entering the compressor is used to remove the vapor from the vapor separator. Or "carbon canister" vapor, which is used to treat vapors discharged from the fuel tank. One arrangement of this type is disclosed in the applicant's U.S. Patent No. 5,245,974, the contents of which were combined through a dream test In that patent, in that patent, the air inlet of the compressor was arranged so that at least part of the air sucked in by the compressor was drawn through the vapor separator part, in which fuel vapor from the fuel tank and / or general fuel system was collected The fuel vapour is removed. The fuel vapour is thus drawn through the compressor and delivered to the engine together with the fuel metered by the injection device. Although this system has proven successful, in some applications its efficiency varies from low to low. ---------- 丨 «Packing (Please read the precautions on the back before filling this page) Order ----- Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Online Economy
本紙張尺度適用中國國家標準（cnS)A4規格（2K) X 經濟部智慧財產局員工消費合作社印製 499542 A7 B7 五、發明說明（1) 引擎速度和特別是在空轉(idle)下壓縮機之效率所限制。 更特別的是，該壓縮機正常情形下係設計在整個引擎 之運轉範圍中，供應一適當水平之壓縮空氣至燃油噴射系 統。因此，在較高引擎運轉速度下，它產生空氣輸出之最 大量。在空轉下，該壓縮機需要產生相對較少之空氣輸出 量。在這較低運轉水平時，此壓縮機從碳氣筒吸取足夠容 積之空氣和/或燃油蒸氣之能力可能被限制，且更可能傾向 於變動或脈動。 此外，淸除有效容量之量與蒸氣分離器所需之容積是 相關的。可是，吾人所要係提供一越可能小容積之分離器 或氣筒，以節省引擎隔室空間。此外，這樣的蒸氣淸除配 置對保有令人滿意之高里程數耐久性係必須的。 發明之槪要 基發明之一目的係提供一具有空氣壓縮機之內燃機， 而該空氣壓縮機可供應空氣而達成在引擎內燃燒用之燃油 的噴射，而該空氣壓縮機在低引擎速度下，在壓縮機進氣 提供一更平均且更高水平之吸氣，而無需在壓縮機設計上 做變更。 因此，一方面衣發明提供一內燃機，其包括：一壓縮 氣體供應裝置，以供應加壓氣體而達成引擎內燃燒用之燃 油的噴射；一進氣系統，用來供應燃燒空氣至引擎，其包 括一節流組件，用來控制經過進氣系統之空氣流量；該壓 縮氣體供應裝置之一氣體進氣口連結至上述節流組件之下 游空氣進氣系統，以降低壓縮氣體供應裝置之氣體進氣口 4 本紙張尺度適用中國國家標準（CNS)A4規格（21〇 X 297公釐） --------— II--Ϊ --- (請先閲讀背面之注意事項再填寫本頁) 訂· 線· 499542This paper size applies to the Chinese National Standard (cnS) A4 (2K) X Printed by the Intellectual Property Bureau of the Ministry of Economic Affairs and Consumer Cooperatives 499542 A7 B7 V. Description of the invention (1) Engine speed and especially the compressor under idle (idle) Limited by efficiency. More specifically, the compressor is normally designed to supply an appropriate level of compressed air to the fuel injection system throughout the engine's operating range. Therefore, it produces the largest amount of air output at higher engine operating speeds. At idle, the compressor needs to produce relatively little air output. At these lower operating levels, the compressor's ability to draw a sufficient volume of air and / or fuel vapor from the carbon cylinder may be limited and more likely to be susceptible to fluctuations or pulsations. In addition, the amount of effective capacity removed is related to the volume required by the vapor separator. However, what I want to do is to provide a separator or a pump with a smaller volume that is more likely to save space in the engine compartment. In addition, such a vapor depletion configuration is necessary to maintain satisfactory high mileage durability. SUMMARY OF THE INVENTION An object of the invention is to provide an internal combustion engine having an air compressor that can supply air to achieve injection of fuel for combustion in the engine, and the air compressor is at a low engine speed, Provides a more even and higher level of suction in the compressor intake without requiring changes in compressor design. Therefore, in one aspect, the invention provides an internal combustion engine, which includes: a compressed gas supply device for supplying pressurized gas to achieve injection of fuel for combustion in the engine; and an air intake system for supplying combustion air to the engine, including: A throttling component is used to control the air flow through the air intake system; a gas inlet of the compressed gas supply device is connected to the downstream air intake system of the throttling component to reduce the gas inlet of the compressed gas supply device 4 This paper size applies to China National Standard (CNS) A4 (21〇X 297 mm) --------— II--Ϊ --- (Please read the precautions on the back before filling this page) Order · Line · 499542
五、發明說明（3 ) 經濟部智慧財產局員工消費合作社印製 之壓力低於大氣壓力。 較佳地，該壓縮氣體供應裝置係一空氣壓縮機，其供 應加壓氣體以達成計量燃油之噴射至該引擎。該壓縮氣體 供應裝置也可以是，例如，從內燃機運轉中產生之壓力而 運作的一種裝置。在一種方式於一壓縮行程期間，一汽缸 內所產生之壓力的某部分可以直接利用或用來驅動一壓縮 系統。一種蓄壓器(accumulator)可用來儲存壓縮氣體。在 一驅氣之（scavenged)二行程引擎，曲柄軸箱（crankcase)壓 力同樣可以利用。 另一方面，左發明提供一種運轉一內燃機之方法，其 包括：具有一進氣口之一氣體壓縮機，此壓縮機配置來輔 助引擎內燃燒用之燃油的噴射，和用來供應燃燒空氣至引 擎之一進氣供應系統，其包括：一節流組件，用來控制經 過進氣系統之空氣流量；上述方法包括：經由將前述進氣 口與節流組件下游之該進氣系統連接，而降低該進氣口壓 力至大氣壓力之下。 較佳地，此壓縮機之氣體進氣部分也連接至節流組件 上游之進氣系統，且挑選上游和下游連結之流量容積以在 某一引擎運轉條件下達到在氣體壓縮機之進氣口之預設壓 力。 依照本發明之一種型式，節流組件之上游和下游端之 連接係由所選出之個別開口（apertm*e)大小來決定流量容積 。吾人可以選擇開口大小以在引擎運轉範圍中，該壓縮機 之進氣□，提供一適當之壓力水平。亦即，對一特定之引 5 本紙張尺度適用中國國家標準（CNS)A4規格（210 x 297公爱） . ~ I 1 ---II--· i I I l· 1 I I ^ ·11111 (請先閱讀背面之注意事項再填寫本頁) 線 經濟部智慧財產局員工消費合作社印製 499542 A7 ______ B7 五、發明說明（A ) 擎壓縮系統流量容積可固定在一選定之水平。上游和下游 之連接緊鄰一在節流主體上之一節流元件爲較佳。這可藉 由緊鄰節流主體連接節流主體或進氣系統而達成。 在本發明之其他變化，吾人也可以使用在下游和/或上 游連接中之閥來控制各別之流量容積。這些閥可以配置以 提供一可變之流量容積或可以僅僅爲一開或關之型式。因 此，這樣之配置可以提供系統較大之控制，因而在某些應 用中上游和下游之連接通常都可以被打開的，但是，上游 連接在空轉或低速運轉期間可以被限制或關閉。此外，在 高速運轉時該上游連接可以打開或給定增加的量。此外’ 在某些應用中，在較高之引擎速度下關閉下游連接亦係吾 人所要的。 也可以想像對其中之一或二者之連接之流量容積的調 整或關閉可以是由連同一節流蝴蝶閥(butterfly)而運作之一 機械式配置而爲之。此外，在一可能之結構中，一節流蝴 蝶閥可用來實際限制該上游連接。 依照本發明，在壓縮機之進氣口的壓力降低係在引擎 空轉時約3.5千帕(kPa)之級數爲較佳。吾人發現這壓力降 低之水平可以和在節流組件之側管(bypass)的一相對低水平 而達成，如同由下游連接所建構者。.此外，由於在節流組 件之側管的量可在引擎空轉條件下在節流控制上有一效應 ，側管之量已實質上不大於約每小時2Kg爲較佳；然而， 當然這是取決於引擎之容積。 本發明主要已經發展來提供一適當之吸氣來源或抑制 6 ^紙張尺度適用中國國家標準(CNS)A4規格（210 X 297公釐） -----------------^.—*----— (請先閱讀背面之注意事項再填寫本頁) « 經濟部智慧財產局員工消費合作社印製 499542 Α7 Β7 五、發明說明（f ) ，以從一內燃機安裝之油箱和/或燃油系統中，接收燃油蒸 氣之一碳氣筒或蒸氣分離器淸除燃油蒸氣。然而，亦可應 用於其他必須和恆定吸氣水平之應用處，在低引擎速度下 可能需要。例如，本發明關於淸除可能堆積在一四行程引 擎之曲柄軸箱內之任何氣(blow-by)氣體亦合用。這方面 已在申請人的國際專利申請第W/0 99/42711號中有所討論 ，其內容經由參考而合倂於此。 合適地，連接該節流組件之下游端至此壓縮機之進氣 口的開口被調整大小且定位，以成爲負責在進氣口產生比 大氣壓力還低之壓力的主要開口。也就是，此開口係存在 壓縮機之進氣口的空氣壓力降低之主要原因，而該壓力之 降低可用於從蒸汽分離器吸取燃油蒸氣。合適地，該連接 節流組件之上游端至該壓縮機進氣口之開口被調整大小且 定位，以成爲負責維持一穩定空氣流至壓縮機之主要開口 〇 因此，藉節流組件下游之連接而在壓縮機進氣口所產 生之真空用來控制壓縮機進氣口之壓力，因而容納於碳氣 筒內之燃油蒸氣可藉供應至引擎燃油噴射系統之壓縮空氣 而傳送至引擎。此外，該壓縮機也可藉主要由節流組件上 游之連接，由壓縮機吸入之穩定空氣流來提供一穩定之加 壓空氣源至燃油噴射系統。 明顯的是，本發明之主要優點係藉有效降低壓縮機至 少在空轉或低速期間運轉所需之”基本π壓力而實現。在本 發明之較佳型式中，該系統可以設計成以無顯著降低壓縮 7 (請先閱讀背面之注意事項再填寫本頁) n n n n ϋ 1 IK n ϋ n m n •線 . 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 499542 A7 _ B7 _ 五、發明說明（& ) 機之高速運轉能力，而該能力對燃油噴射系統之正常運轉 是關鍵性的。 本發明之一實施例現在將只藉由舉例並根據附圖來說 明。 附圖之簡單說明 圖1爲習知技術之燃油蒸氣控制和壓縮空氣輔助燃油 系統之圖解佈置； 圖2爲根據本發明之一實施例，對蒸氣控制和壓縮空 氣輔助燃油系統之修改之一圖解佈置； 圖3爲類似圖2,顯示本發明之另一實施例之圖解佈 置； 圖4爲類似圖2，顯示本發明另一進一步之實施例之 圖解佈置；和 圖5爲在圖2中部分顯示之蒸氣控制和壓縮空氣輔助 燃油系統之更詳細圖解說明。 元件符號說明 (請先閱讀背面之注意事項再填寫本頁) 0 a n HI m ϋ n n n 訂------ 線 經濟部智慧財產局員工消費合作社印製 10 燃油蒸氣分離器 11 過濾媒體 12 蒸氣空間 13 燃油箱 14 導管 15 止回閥 16 導管 17 空氣吸入通道 8 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 499542 A7 B7 五、發明說明（7 ) 18 空氣箱 19 節流組件 20 導管 21 導管 22 細腰管 23 壓縮機 24 電磁閥 26 空氣軌 27 燃油輸送噴射器 28 調整器 30 T形件 31 連接 32 連接 33 節流蝶閥 34 減振容積 41 控制閥 42 控制閥 43 節流位置感應器 (請先閱讀背面之注意事項再填寫本頁) M#衣 訂------ --線 經濟部智慧財產局員工消費合作社印制衣 較佳實施例之詳細說明（實施本發明的最佳模式） 本發明可應用於任何包括那些根據二或四行程原則運 轉之內燃機，該內燃機利用一空氣壓縮機以供應空氣來達 到在引擎內燃燒用之燃油的噴射。如上所述，此類型之引 擎揭露於該申請人之美國專利第RE 36,768號中。在此類 9 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 499542 A7 B7 五、發明說明（？） 型之引擎中，於引擎運轉期間，顯著數量之未被使用燃油 可能從燃油噴射系統送回至一燃油箱中。於此再循環中， 此燃油無可避免地被加熱，而其結果比起傳統之引擎可能 有較大之熱傳入至燃油箱。結果，在某些應用中由燃油系 統所產生之蒸氣可能較高，導致對燃油蒸氣分離系統有較 .高之淸除需求。 圖1顯示一習知技術之蒸氣控制佈置，其利用具有活 性碳之一過濾媒體11之傳統構造的一燃油蒸氣分離器10 ，且慣例在汽車工業中被稱爲一’’碳氣筒"。在燃油箱13中 之蒸氣空間12經由一導管14傳遞至分離器1〇之輸入端。 位於導管I4中之止回閥15被設定以當在燃油箱13中之燃 油蒸氣壓力比預定之數量還多時，可以打開且允許蒸氣從 燃油箱13流向分離器10，如此例如高於分離器10中之壓 力 10kPa。 分離器10之排氣端經由一導管16與傳統空氣箱18 的引擎下游之空氣進氣通道(air induction passage)和節流 組件19之上游相通，且當引擎運轉時經由這通道，空氣被 吸入至引擎空氣進氣系統來燃燒。因此，當引擎運轉且在 燃油箱13中之蒸氣空間Π中之壓力相當高時，蒸氣將從 燃油箱13通過分離器10,而在該分離器中於蒸氣中之燃 油將由活性碳吸收，且處理過在空氣將通過進入吸入通道 17。當引擎正在運轉時，從分離器1〇進入吸入通道17之 空氣將經由空氣吸入系統17形成帶進引擎內的空氣之一部 分。 10 本紙張尺度適用中國國家標準（CNS)A4規格(210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) _ --------訂· I 1 I-- 經濟部智慧財產局員工消費合作社印製 499542 A7 ___B7 _ 五、發明說明（7 ) 一導管20以一導管21與分離器10在細腰管 (ventiiH)22相連接。導管21與一壓縮機23連接引擎空氣 箱18。細腰管22產生一低氣壓，而當空氣從空氣箱18通 過該處至分離器10時產生此氣壓。此減低之壓力經由導管 20，藉一控制閥24選擇性地應用至分離器10 ;其中該控 制閥24可以是由導管20所提供之一電磁線圈操作閥之型 式。操作該電磁閥24以開啓或關閉導管20。該閥24係由 引擎管理ECU 25所操作，該ECU程式設計爲當線圈開啓 ，且帶著燃油蒸氣之空氣正從氣筒通過到壓縮機23時，該 ECU可以對輸送至引擎之計量燃油的量做一適當調整。該 ECU 25也控制何時燃油蒸氣從分離器10由壓縮機23淸除 〇 在正常運轉下，壓縮機23從空氣箱18經由導管21 吸入空氣，且輸送壓縮空氣至一空氣軌26，而從該空氣軌 中空氣供應至一系列之燃油輸送噴射器27，以達到將燃油 輸送至引擎燃燒室。一調整器28控制在空氣軌26中之空 氣壓力且由調整器28所釋放之空氣被回送至在壓縮機23 吸入端之導管21。 在引擎運轉負載範圍之一特殊點上，當電磁閥24打開 時，在壓縮機23之進氣端所形成之低氣壓從分離器10經 導管20吸入燃油蒸氣。結果，此燃油蒸氣於是經由輸送噴 射器27，輸送至引擎。亦即，被輸送至噴射器27，以伴隨 和霧化計量燃油也含一些燃油蒸氣。以此方式，燃油蒸氣 被淸除至引擎之燃燒室中。然而，如上述，在某些引擎運 π 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) . m n n n n n n 如< n n I n IK Hi . 經濟部智慧財產局員工消費合作社印製 499542 A7 B7 五、發明說明（，。） 轉條件下，由於在壓縮機23進氣端真空之低水平’此氣筒 蒸氣淸除方法可能不如預期那麼有效。典型地’這司胃 低速引擎運轉和/或在空轉時的一個問題。 根據本發明，圖2說明對圖1之配置所做之修改。取 代導管21鄰近至空氣箱18且連接至其下游的空氣吸入系 統17，而是藉由一 T形件30和兩個通道而連接至節流蝶 閥33任一端之空氣吸入系統17,而該蝶閥位於節流主體 或組件19中。如圖所示，在節流主體19本身上連接至吸 入系統17，但是實際上，在節流蝶閥33之上游和下游之 任何地方連接就足夠了。爲噪音振動目的之一減振容積34 (damping volume)在導管21中被提供，用來減少任何在系 統中可能產生之噪音和振動。 在節流蝶閥33下游端之連接31其位置導致經由導管 21之壓縮機進氣，被引擎進氣真空所減壓。真空之水平由 調節流經節流蝶閥33之上游端的連接32的旁通流速所控 制。藉由適當地調整連接31和32之尺寸，可設定壓縮機 進氣減壓水平爲所要的。這依次確保在空轉時可以有一適 當之空氣流量流至分離器10,同時確保一穩定之空氣流速 流至壓縮機23和燃油噴射系統。特別是，可以實現這個配 置，而無須顯著影響在正常運轉和特別是高速運轉下，由 壓縮機23所提供，在空氣軌26中之壓力。此外，在引擎 空轉速度期間之控制並未打折扣，且不需要任何額外的硬 體來抵消連接31和32之衝擊。 在圖3所顯示之實施例中，控制閥41、42安裝至連 12 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） •-----------裳 (請先閱讀背面之注意事項再填寫本頁) 訂----------線 經濟部智慧財產局員工消費合作社印製 499542 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明（|丨） 接31和32。一節流位置感應器43也安裝在節流主體19 上。閥41、42和位置感應器43連接至引擎管理ECU 25。 ECU 25藉調整閥41、42以控制流經連接31和32之空氣 流量而來控制真空的水平。這可使真空的水平根據引擎速 度和/或負載而被最佳化。例如’在空轉或低速運轉期間’ 使用閥42可以限制或關閉上游連接32 °在局引擎速度下 ，可以藉閥42而打開或調節上游連接32以增加流量。在 某幽應用中’連接31中之閥在筒速下可以被關閉。 圖4顯示本發明之另外的變化。在這配置，控制閥41 、42安裝至連接31和32，如圖3所示之實施例。由箭號 44所指示之一機械式連桿組被提供在節流蝶閥33和控制 閥41、42間，。該控制閥41、42是根據節流蝶閥33之動 作而調整的。任何適合的型式之機械式連桿組可用來達成 閥41、42之調整。例如該機械式連桿組在高速運轉下可被 配置，使得對應之蝶閥33移向完全打開之位置’閥41可 被關閉且閥42完全打開。相反地，在空轉時連桿組可安排 ，使得閥42關閉或被限制且閥41完全打開。 在本發明之其他變化中，只有圖3和4所示中的閥其 中之一可以被使用。流經沒有閥之連接的流量是由開口大 小所控制，如關於圖2實施例所述者。 圖5顯示一系統之更爲詳細的圖解說明。在圖5中， 使用相同之參考號碼以標示關於圖1至4所描述之元件。 在蓮轉中，蒸氣淸除系統運作如關於圖1所述者。當 該ECU 25決定電磁閥24應該被打開以允許從蒸氣分離器 13 L— ϋ fll· · (請先閱讀背面之注意事項再填寫本頁) _ -----：-丨 1 I 訂-I I 丨 ---Γ 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 499542 A7 B7 五、發明說明（) 10淸除某些燃油蒸氣時，壓縮機23吸入一燃油蒸氣且經 由空氣軌26和輸送噴射器27將此輸送至引擎。 明顯的是，連接31和32之開口大小可能需要針對每 一特別之引擎壓縮機組合而調整。本發明在一 1·8公升雙 凸輪引擎上之試驗符合申請人之直接雙流體燃油噴射系統 ，其已經可能達到自分離器10之一燃油蒸氣空轉流量約每 分鐘6公升，當仍然供應通過該節流蝶閥33足夠之壓力差 以適當地控制引擎空轉速度時。在被測試之引擎中，.這對 應在下游連接31直徑爲2mm之開口大小和在上游連接32 直徑爲4mm之開口大小。這系統之測試已經顯示可提供一 高淸除量，而無顯著之壓縮機流量損失，且與任何壓縮機 流量脈衝無關。 以上僅說明本發明之一實施例，而吾人可作任何修改 而不悖離本發明之範圍。 例如，雖然本發明主要針對汽車應用來討論，它也可 應用在其他車輛和引擎應用上，例如，機車和小輪機踏車 (scooter)，其中該系統也可能存在由一燃油蒸氣分離裝置 所隔離的燃油蒸氣之淸除需求。 -L— ϋ L. * (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 14 本紙張尺度適用中國國家標準（CNS〉A4規格（210 X 297公爱）V. Description of the invention (3) The pressure printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs is lower than atmospheric pressure. Preferably, the compressed gas supply device is an air compressor that supplies pressurized gas to achieve the injection of metered fuel to the engine. The compressed gas supply device may be, for example, a device that operates from a pressure generated during the operation of the internal combustion engine. In one way, during a compression stroke, some part of the pressure generated in a cylinder can be used directly or used to drive a compression system. An accumulator can be used to store compressed gas. In a scavenged two-stroke engine, crankcase pressure can also be used. In another aspect, the invention on the left provides a method for operating an internal combustion engine, comprising: a gas compressor having an air inlet, the compressor being configured to assist injection of fuel for combustion in the engine, and to supply combustion air to An intake air supply system for an engine, which includes: a throttling component for controlling the air flow passing through the air intake system; the above method includes reducing the air intake by connecting the aforementioned air inlet to the air intake system downstream of the throttling component. The inlet pressure is below atmospheric pressure. Preferably, the gas inlet portion of the compressor is also connected to the air intake system upstream of the throttle assembly, and the flow volume connected upstream and downstream is selected to reach the air inlet of the gas compressor under certain engine operating conditions. Preset pressure. According to a version of the present invention, the connection between the upstream and downstream ends of the throttle assembly is determined by the selected individual opening (apertm * e) size to determine the flow volume. We can choose the size of the opening to provide an appropriate pressure level for the compressor's intake air in the engine operating range. That is, for a specific paper size, 5 paper sizes apply the Chinese National Standard (CNS) A4 specification (210 x 297 public love). ~ I 1 --- II-- · i II l · 1 II ^ · 11111 (Please Read the notes on the back before filling this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Online Economics 499542 A7 ______ B7 V. Invention Description (A) The flow volume of the engine compression system can be fixed at a selected level. It is preferred that the upstream and downstream connections are located next to a throttling element on the throttling body. This can be achieved by connecting the throttle body or the air intake system next to the throttle body. In other variations of the invention, we can also use valves in downstream and / or upstream connections to control individual flow volumes. These valves can be configured to provide a variable flow volume or can be only an on or off version. Therefore, such a configuration can provide greater control of the system, so in some applications the upstream and downstream connections can usually be opened, but the upstream connection can be restricted or closed during idling or low speed operation. In addition, this upstream connection can be opened or given an increased amount at high speeds. In addition, in some applications, closing downstream connections at higher engine speeds is also what we want. It is also conceivable that the adjustment or closing of the flow volume of one or both of the connections can be made by a mechanical configuration that operates in conjunction with a throttle butterfly valve. In addition, in a possible configuration, a throttle butterfly valve can be used to actually restrict the upstream connection. According to the present invention, the pressure reduction at the inlet of the compressor is preferably in the order of about 3.5 kilopascals (kPa) when the engine is idling. We have found that this level of pressure reduction can be achieved with a relatively low level of bypass in the throttling assembly, as constructed by the downstream connection. In addition, since the amount of side pipes in the throttle assembly can have an effect on throttling under engine idling conditions, the amount of side pipes has been substantially no greater than about 2 Kg per hour; however, this depends of course To the volume of the engine. The present invention has mainly been developed to provide an appropriate source of getter or suppress 6 ^ paper size applicable to China National Standard (CNS) A4 (210 X 297 mm) --------------- -^ .— * ----— (Please read the notes on the back before filling out this page) «Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs 499542 Α7 Β7 V. Description of Invention (f) In the installed fuel tank and / or fuel system, a carbon cylinder or vapor separator that receives fuel vapor removes the fuel vapor. However, it can also be used in other applications where necessary and constant intake levels may be required at low engine speeds. For example, the present invention is also useful for eliminating any blow-by gas that may accumulate in the crankcase of a four-stroke engine. This aspect has been discussed in the applicant's International Patent Application No. W / 0 99/42711, the contents of which are incorporated herein by reference. Suitably, the opening connecting the downstream end of the throttling assembly to the air inlet of the compressor is resized and positioned to become the main opening responsible for generating a pressure lower than atmospheric pressure at the air inlet. That is, this opening is the main reason for the decrease in the air pressure at the inlet of the compressor, and this decrease in pressure can be used to draw fuel vapor from the vapor separator. Suitably, the opening from the upstream end of the connection throttling assembly to the compressor air inlet is resized and positioned to become the main opening responsible for maintaining a stable air flow to the compressor. Therefore, the connection downstream of the throttling assembly The vacuum generated at the compressor air inlet is used to control the pressure at the compressor air inlet, so the fuel vapor contained in the carbon cylinder can be transmitted to the engine by the compressed air supplied to the fuel injection system of the engine. In addition, the compressor can also provide a stable source of pressurized air to the fuel injection system through the connection upstream of the throttling assembly and the steady air flow sucked by the compressor. Obviously, the main advantage of the present invention is achieved by effectively reducing the "basic π pressure" required for the compressor to operate at least during idling or low speed. In a preferred version of the present invention, the system can be designed without significant reduction Compression 7 (Please read the precautions on the back before filling this page) nnnn ϋ 1 IK n ϋ nmn • Line. This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) 499542 A7 _ B7 _ 5 &Amp; Invention Description The high-speed operation capability of the engine is critical to the normal operation of the fuel injection system. An embodiment of the present invention will now be described by way of example only and with reference to the accompanying drawings. Brief description FIG. 1 is a schematic layout of a conventional fuel vapor control and compressed air assisted fuel system; FIG. 2 is a schematic layout of a modified vapor control and compressed air assisted fuel system according to an embodiment of the present invention; 3 is a diagrammatic arrangement similar to FIG. 2 showing another embodiment of the present invention; FIG. 4 is a diagrammatic arrangement similar to FIG. 2 showing another further embodiment of the present invention; and 5 is a more detailed graphical illustration of the steam control and compressed air auxiliary fuel systems shown in part in Figure 2. Component symbol description (Please read the precautions on the back before filling this page) 0 an HI m ϋ nnn Order ---- -Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs10 Fuel Vapor Separator 11 Filter Media 12 Vapor Space 13 Fuel Tank 14 Duct 15 Check Valve 16 Duct 17 Air Suction Channel 8 This paper applies Chinese National Standards (CNS) A4 specifications (210 X 297 mm) 499542 A7 B7 V. Description of the invention (7) 18 Air tank 19 Throttle assembly 20 Conduit 21 Conduit 22 Slim waist tube 23 Compressor 24 Solenoid valve 26 Air rail 27 Fuel delivery injector 28 Adjustment 30 T-shaped piece 31 connection 32 connection 33 throttle butterfly valve 34 damping volume 41 control valve 42 control valve 43 throttle position sensor (please read the precautions on the back before filling this page) M # 衣 M ---- --Detailed description of the preferred embodiment of printed clothing for employees' cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs (best mode for implementing the present invention) The present invention can be applied to any Includes internal combustion engines that operate according to the two- or four-stroke principle, which uses an air compressor to supply air to inject fuel for combustion in the engine. As mentioned above, this type of engine is disclosed in the applicant's US patent No. RE 36,768. In this category of 9 paper sizes, the Chinese National Standard (CNS) A4 specification (210 X 297 mm) is applied. 499542 A7 B7 5. Description of the invention (? In the engine type, a significant amount of unused fuel may be returned from the fuel injection system to a fuel tank during engine operation. During this recirculation, the fuel is inevitably heated, and as a result, a larger amount of heat may be introduced into the fuel tank than a conventional engine. As a result, the vapors generated by the fuel system may be higher in some applications, resulting in a higher elimination requirement for the fuel vapor separation system. Fig. 1 shows a conventional steam control arrangement using a fuel vapor separator 10 of conventional construction having a filtering medium 11 of activated carbon, and is conventionally referred to as a '' carbon cylinder 'in the automotive industry. The vapor space 12 in the fuel tank 13 is transmitted to the input end of the separator 10 through a pipe 14. The check valve 15 located in the conduit I4 is set so that when the pressure of the fuel vapor in the fuel tank 13 is more than a predetermined amount, it can open and allow the vapor to flow from the fuel tank 13 to the separator 10, for example, higher than the separator The pressure in 10 is 10 kPa. The exhaust end of the separator 10 communicates with the air induction passage downstream of the engine of the conventional air tank 18 and the upstream of the throttle assembly 19 through a duct 16, and air is drawn through this passage when the engine is running To the engine air intake system to burn. Therefore, when the engine is running and the pressure in the vapor space Π in the fuel tank 13 is quite high, the vapor will pass from the fuel tank 13 through the separator 10, and the fuel in the vapor in the separator will be absorbed by the activated carbon, and The treated air will pass into the suction channel 17. When the engine is running, the air entering the suction passage 17 from the separator 10 will form a part of the air taken into the engine through the air suction system 17. 10 This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) (Please read the precautions on the back before filling this page) _ -------- Order · I 1 I-- Economy Printed by the Consumer Cooperative of the Ministry of Intellectual Property Bureau 499542 A7 _B7 _ V. Description of the invention (7) A duct 20 is connected to a separator 10 at a thin waist tube (ventiiH) 22 by a duct 21. The duct 21 is connected to a compressor 23 with an engine air box 18. The narrow waist tube 22 generates a low pressure, which is generated when air passes from the air tank 18 there to the separator 10. This reduced pressure is selectively applied to the separator 10 via a conduit 20 through a control valve 24; wherein the control valve 24 may be a type of solenoid-operated valve provided by the conduit 20. The solenoid valve 24 is operated to open or close the catheter 20. The valve 24 is operated by the engine management ECU 25. The ECU is programmed to measure the amount of fuel delivered to the engine when the coil is opened and air with fuel vapor is passing from the cylinder to the compressor 23. Make an appropriate adjustment. The ECU 25 also controls when the fuel vapor is removed from the separator 10 by the compressor 23. Under normal operation, the compressor 23 sucks air from the air tank 18 through the duct 21, and sends compressed air to an air rail 26, from which The air in the air rail is supplied to a series of fuel delivery injectors 27 to deliver fuel to the engine combustion chamber. A regulator 28 controls the air pressure in the air rail 26 and the air released by the regulator 28 is returned to the duct 21 at the suction side of the compressor 23. At a special point in the engine operating load range, when the solenoid valve 24 is opened, the low pressure formed at the intake end of the compressor 23 draws fuel vapor from the separator 10 through the duct 20. As a result, this fuel vapor is then delivered to the engine via the delivery injector 27. That is, it is delivered to the injector 27 to accompany and atomize the metered fuel which also contains some fuel vapor. In this way, fuel vapor is purged into the combustion chamber of the engine. However, as mentioned above, in some engines, the paper size is subject to the Chinese National Standard (CNS) A4 (210 X 297 mm) (please read the precautions on the back before filling this page). Mnnnnnn If < nn I n IK Hi. Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs 499542 A7 B7 V. Description of the invention (,. Expected so effective. Typically this is a problem when the low speed engine is running and / or idling. FIG. 2 illustrates a modification to the configuration of FIG. 1 according to the present invention. Instead of the duct 21 being adjacent to the air tank 18 and connected to the air suction system 17 downstream thereof, a T-piece 30 and two channels are connected to the air suction system 17 at either end of the throttle butterfly valve 33, and the butterfly valve Located in the throttling body or component 19. As shown, the throttle body 19 itself is connected to the suction system 17, but in practice, it is sufficient to connect anywhere upstream and downstream of the throttle butterfly valve 33. A damping volume 34 for noise and vibration purposes is provided in the conduit 21 to reduce any noise and vibration that may be generated in the system. The position of the connection 31 at the downstream end of the throttle butterfly valve 33 causes the compressor intake air via the duct 21 to be decompressed by the engine intake vacuum. The level of vacuum is controlled by adjusting the bypass flow rate through the connection 32 through the upstream end of the throttle butterfly valve 33. By appropriately adjusting the size of the connections 31 and 32, the compressor intake pressure reduction level can be set as desired. This in turn ensures that an appropriate air flow can be flowed to the separator 10 during idling, while ensuring a stable air flow to the compressor 23 and the fuel injection system. In particular, this configuration can be achieved without significantly affecting the pressure in the air rail 26 provided by the compressor 23 under normal operation and particularly at high speed operation. In addition, the control during engine idling speed is not compromised and no additional hardware is required to offset the impact of connections 31 and 32. In the embodiment shown in FIG. 3, the control valves 41, 42 are installed to connect even 12 paper sizes to the Chinese National Standard (CNS) A4 specification (210 X 297 mm) • ----------- Sang (Please read the precautions on the back before filling this page) Order ---------- Printed by the Consumers' Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 499542 A7 B7 、 Explanation of the invention (| 丨) then 31 and 32. A throttle position sensor 43 is also mounted on the throttle body 19. The valves 41 and 42 and the position sensor 43 are connected to the engine management ECU 25. The ECU 25 controls the level of vacuum by adjusting the valves 41, 42 to control the flow of air through the connections 31 and 32. This allows the level of vacuum to be optimized based on engine speed and / or load. For example, 'during idling or low-speed operation', the valve 42 can be used to limit or close the upstream connection 32 °. Under local engine speed, the valve 42 can be used to open or adjust the upstream connection 32 to increase flow. In some applications, the valve in 'connection 31' can be closed at barrel speed. Fig. 4 shows another variation of the present invention. In this configuration, the control valves 41, 42 are mounted to the connections 31 and 32, as in the embodiment shown in FIG. A mechanical linkage set indicated by arrow 44 is provided between the throttle butterfly valve 33 and the control valves 41,42. The control valves 41 and 42 are adjusted in accordance with the operation of the throttle butterfly valve 33. Any suitable type of mechanical linkage set can be used to achieve adjustment of the valves 41,42. For example, the mechanical linkage set can be configured under high-speed operation so that the corresponding butterfly valve 33 moves to the fully opened position ', the valve 41 can be closed and the valve 42 can be fully opened. Conversely, the link set can be arranged during idling so that the valve 42 is closed or restricted and the valve 41 is fully opened. In other variations of the invention, only one of the valves shown in Figs. 3 and 4 may be used. The flow through the connection without a valve is controlled by the size of the opening, as described with respect to the embodiment of FIG. Figure 5 shows a more detailed illustration of a system. In FIG. 5, the same reference numbers are used to designate the elements described in relation to FIGS. 1 to 4. In lotus rotation, the vapor depletion system operates as described with respect to FIG. 1. When the ECU 25 decides that the solenoid valve 24 should be opened to allow the steam separator 13 L—ϋ fll · (Please read the precautions on the back before filling this page) _ -----:-丨 1 I order- II 丨 --- Γ This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) 499542 A7 B7 V. Description of the invention (10) When some fuel vapors are excluded, the compressor 23 sucks in a fuel vapor This is conveyed to the engine via an air rail 26 and a conveyance injector 27. Obviously, the size of the openings connecting 31 and 32 may need to be adjusted for each particular engine compressor combination. The test of the present invention on a 1.8-liter dual-cam engine is in line with the applicant's direct dual-fluid fuel injection system. It has already been possible to achieve an idle flow rate of one of the fuel vapors from the separator 10 at about 6 liters per minute. When the throttle butterfly valve 33 has a sufficient pressure difference to appropriately control the engine idling speed. In the tested engine, this corresponds to an opening size of 2 mm in diameter at the downstream connection 31 and an opening size of 4 mm in diameter at the upstream connection 32. Tests of this system have been shown to provide a high rejection without significant compressor flow loss, and are independent of any compressor flow pulses. The above only describes one embodiment of the present invention, and we can make any modifications without departing from the scope of the present invention. For example, although the present invention is primarily discussed in automotive applications, it can also be applied to other vehicle and engine applications, such as locomotives and scooters, where the system may also be isolated by a fuel vapor separation device Elimination of fuel vapors is required. -L— ϋ L. * (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economy