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A combination tree stand, blind and equipment carrier having a platform to support a user thereon within a user enclosure, a top frame member defining an upward opening of the enclosure, and first and second hinge assemblies connecting the top frame to the platform to allow it to be moved between a

A combination tree stand, blind and equipment carrier having a platform to support a user thereon within a user enclosure, a top frame member defining an upward opening of the enclosure, and first and second hinge assemblies connecting the top frame to the platform to allow it to be moved between a collapsed position and a fully erect position. The first and second hinge assemblies are positioned to extend between rearward and forward portions of the platform and the top frame. The hinge assemblies fold inward toward each other to collapse the enclosure for carrying or use as an equipment carrier when wheels are added. A seat is pivotally connected to the first hinge assembly which also serves as a back for the seat. A shelf and a splash panel are pivotally connected to the second hinge assembly. The platform has an access opening for the user to enter the user enclosure, and an access door. A telescoping ladder is pivotally attachable to the platform at a position below the platform and adjacent to the access opening. Adjacent pairs of ladder sections have side rails of one positioned inward of the side rails of the other and slidably retained together. Lock members lock adjacent pairs of ladder sections together when in the fully extended position upon actuation of lock actuators. A lock clip uses lock actuator screws in one embodiment, and another a cam and lever arrangement to move the lock members of adjacent rails into the locked position.

대표청구항 ▼

A combination tree stand, blind and equipment carrier having a platform to support a user thereon within a user enclosure, a top frame member defining an upward opening of the enclosure, and first and second hinge assemblies connecting the top frame to the platform to allow it to be moved between a

A combination tree stand, blind and equipment carrier having a platform to support a user thereon within a user enclosure, a top frame member defining an upward opening of the enclosure, and first and second hinge assemblies connecting the top frame to the platform to allow it to be moved between a collapsed position and a fully erect position. The first and second hinge assemblies are positioned to extend between rearward and forward portions of the platform and the top frame. The hinge assemblies fold inward toward each other to collapse the enclosure for carrying or use as an equipment carrier when wheels are added. A seat is pivotally connected to the first hinge assembly which also serves as a back for the seat. A shelf and a splash panel are pivotally connected to the second hinge assembly. The platform has an access opening for the user to enter the user enclosure, and an access door. A telescoping ladder is pivotally attachable to the platform at a position below the platform and adjacent to the access opening. Adjacent pairs of ladder sections have side rails of one positioned inward of the side rails of the other and slidably retained together. Lock members lock adjacent pairs of ladder sections together when in the fully extended position upon actuation of lock actuators. A lock clip uses lock actuator screws in one embodiment, and another a cam and lever arrangement to move the lock members of adjacent rails into the locked position. let manifold having a gas passage therein, the gas passage being in fluid communication with the plurality of gaseous fuel injectors to receive gaseous fuel therefrom, the outlet manifold further having a gaseous fuel outlet; a spacer coupled to the inlet and outlet manifolds to hold the manifolds in a fixed position relative to one another with the fuel injectors therebetween, the spacer having a flange portion with holes therein adapted to align with holes in a diesel fuel injector pump flange of a diesel engine as part of a gaseous fuel conversion of a diesel engine. 2. The engine as defined by claim 1 further comprising a gaseous fuel pressure sensor mounted to the inlet manifold and in fluid communication with the gas passage therein. 3. The engine as defined by claim 1 further comprising a gaseous fuel temperature sensor mounted to the inlet manifold and in fluid communication with the gas passage therein. 4. The engine as defined by claim 1 wherein the spacer is integrally formed with one of the inlet and outlet manifolds as a single component. 5. A gaseous fuel engine comprising: a diesel engine block having a diesel fuel injector pump flange with a plurality of bolt holes to mount a diesel fuel injector pump thereto; a gaseous fuel metering assembly comprising: an inlet manifold having a gaseous fuel inlet and a gas passage therein; a plurality of gaseous fuel injectors in fluid communication with the gas passage of the inlet manifold; an outlet manifold having a gas passage therein and in fluid communication with the plurality of gaseous fuel injectors, the outlet manifold further having a gaseous fuel outlet; first and second members coupled to the inlet and outlet manifolds to hold the manifolds in a fixed position relative to one another with the fuel injectors therebetween, the first member having a flange portion with holes therein aligned with the holes in the diesel fuel injector pump flange and mounted thereto. 6. The engine as defined by claim 5 further comprising a gaseous fuel pressure sensor mounted to the inlet manifold and in fluid communication with the gas passage therein. 7. The engine as defined by claim 5 further comprising a gaseous fuel temperature sensor mounted to the inlet manifold and in fluid communication with the gas passage therein. 8. The engine as defined by claim 5 wherein the first member abuts an end of each of the inlet and outlet manifolds and further comprising bolts extending through the first member and into the inlet and outlet manifolds, the bolts being recessed into the first member and facing the diesel fuel injector pump flange. 9. The engine as defined by claim 5 wherein the first member is integrally formed with one of the inlet and outlet manifolds as a single component. 7, wherein the end portion includes four deformations. 9. The connection according to claim 8, wherein the tube includes a central longitudinal axis, and the four deformations are distributed at equiangular intervals around the axis. 10. A connection for communicating exhaust gas, the connection comprising: an exhaust gas recirculation valve assembly having an exterior surface and an interior surface defining a cavity, and having an aperture extending between the interior and exterior surfaces; and a differential pressure tube having an undeformed end portion terminating at an annular edge, the end portion penetrating the exterior surface, extending through the aperture, and being deformed so as to engage the interior surface. 11. The connection according to claim 10 wherein the interior surface of the cavity is generally cylindrical. 12. The connection according to claim 11, wherein an intersection of the aperture and the interior surface is configured as a saddle, the end portion extends through the saddle. 13. The connection according to claim 12, wherein the differential pressure tube also has a flange contiguously engaging the exterior surface, the end portion is deformed at two points aligned along a minor axis of the saddle, and at least one of the saddle, the aperture, and the second body includes a taper. 14. A method of connecting a tube to a valve, the tube including an undeformed end portion terminating at an annular edge, and the valve including a first surface, a second surface, and an aperture extending through the valve between the first and second surfaces, the method comprising: arranging the undeformed end portion and annular edge to penetrate the first surface and to extend through the aperture; and deforming the end portion to contiguously engage the second surface. 15. The method according to claim 14, wherein the deforming includes staking the edge to the second surface. 16. The method according to claim 15, wherein the staking includes deforming the edge with a cruciform tip tool. 17. The method according to claim 14, wherein an intersection of the aperture and the interior surface is configured as a saddle, the end portion extends through the saddle. 18. The method according to claim 17, wherein two stakes extend along a minor axis of the saddle. 19. The method according to claim 17, further comprising: tapering at least one of the saddle, the aperture, the first and second surfaces, and the tube. elevation vertically below an imperforate wall of the main passageway, that has a first entrance communicating the interior space to ambient atmosphere, and that has a second entrance communicating the interior space to the main intake passageway through the imperforate wall of the main passageway for enabling gaseous hydrocarbon that is heavier than air to fall into the interior space upon encountering the second entrance of the pit when migrating upstream within the main intake passageway toward the second entrance of the pit from the downstream end of the main passageway. 2. An engine intake system as set forth in claim 1 wherein the first entrance communicates the interior space to ambient atmosphere through the imperforate wall of the main passageway at a location along the main passageway that is upstream of the location of the second entrance. 3. An engine intake system as set forth in claim 2 including a valve through which the first entrance communicates with the main passageway and which is operable to selectively restrict communication of the interior space to ambient atmosphere via the first entrance. 4. An engine intake system as set forth in claim 3 wherein the second entrance comprises an orifice that has an effective transverse area for flow through the second entrance chosen in relation to the volume of the interior space to be effective, when the valve is maximally restricting communication of the interior space to ambient atmosphere, to cause the pit to function as a Helmholtz resonator for flow through the main passageway when the engine is running. 5. An engine intake system as set forth in claim 4 including a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen into the pit. 6. An engine intake system as set forth in claim 3 including a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen into the pit. 7. An engine intake system as set forth in claim 2 including a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen into the pit. 8. An engine intake system as set forth in claim 1 including a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen into the pit. 9. An engine intake system as set forth in claim 1 including a valve through which the first entrance communicates with ambient atmosphere and which is operable to selectively restrict communication of the interior space to ambient atmosphere via the first entrance. 10. An engine intake system as set forth in claim 9 wherein the second entrance comprises an orifice that has an effective transverse area for flow through the second entrance chosen in relation to the volume of the interior space to be effective, when the valve is maximally restricting communication of the interior space to ambient atmosphere, to cause the pit to function as a Helmholtz resonator for flow through the main passageway when the engine is running. 11. An engine intake system as set forth in claim 10 including a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen into the pit. 12. An engine intake system as set forth in claim 9 including a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen into the pit. 13. An engine intake system through which ambient air enters a combustion engine to be combusted with hydrocarbon fuel in combustion chamber space of the engine for running the engine and which comprises: a walled main intake passageway having an upstream end communicated to ambient atmosphere and a downstream end communicated to the engine combustion chamber space; an imperforate walled pit that encloses an interior space disposed at an elevation vertically below a bottom wall in the main passageway containing an entrance opening into the pit for enabling gaseous, heavier-than-air, hydrocarbon that is migrating upstream within the m ain intake passageway from the downstream end of the main passageway along the bottom wall toward the entrance opening to fall through the entrance opening into the pit upon encountering the entrance opening, and; and a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen through the entrance opening into the pit. 14. An engine intake system as set forth in claim 13 wherein the pit and the entrance opening are constructed and arranged to also function as a resonator for flow through the main passageway when the engine is running. 15. An engine intake system as set forth in claim 14 including an additional entrance opening into the pit and a valve that is operable to selectively restrict communication of the interior space to ambient atmosphere via the additional entrance opening. 16. An engine intake system as set forth in claim 13 including an additional entrance opening into the pit for communicating the interior space to ambient atmosphere via the additional entrance opening. 17. An engine intake system as set forth in claim 16 including a valve that is operable to selectively restrict communication of the interior space to ambient atmosphere via the additional entrance opening. 18. An engine intake system through which ambient air enters a combustion engine to be combusted with hydrocarbon fuel in combustion chamber space of the engine for running the engine and which comprises: a walled main intake passageway having an upstream end communicated to ambient atmosphere and a downstream end communicated to the engine combustion chamber space; an imperforate walled resonator that is in communication with the main passageway for tuning the intake system to the engine and that includes an interior space disposed at an elevation vertically below a bottom wall in the main passageway containing an entrance opening into the interior space for enabling gaseous, heavier-than-air, hydrocarbon that migrates upstream within the main intake passageway from the downstream end of the main passageway along the bottom wall toward the entrance opening when the engine is not running to fall through the entrance opening into the interior space upon encountering the entrance opening, and; and a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen through the entrance opening into the interior space. 19. An engine intake system as set forth in claim 18 wherein the entrance opening comprises an orifice that has an effective transverse area for flow through the entrance opening chosen in relation to the volume of the interior space to be effective to allow the interior space to function as a Helmholtz resonator for flow through the main passageway when the engine is running. 20. An air intake module for a hydrocarbon-fueled combustion engine comprising: a walled main intake passageway having an upstream end adapted to be communicated to ambient atmosphere and a downstream end adapted to be communicated to engine combustion chamber space; an imperforate walled pit that encloses an interior space disposed at an elevation vertically below a bottom wall in the main passageway containing an entrance opening into the pit for enabling gaseous, heavier-than-air, hydrocarbon that migrates upstream within the main intake passageway from the downstream end of the main passageway along the bottom wall toward the entrance opening when the engine is not running to fall through the entrance opening into the pit upon encountering the entrance opening, and; and a medium disposed within the interior space for collecting gaseous hydrocarbon that has fallen through the entrance opening into the pit. 21. An air intake module as set forth in claim 20 wherein the pit and the entrance opening are constructed and arranged to also function as a resonator for flow through the main passageway. 22. An air intake module as set forth in claim 21 including an additional entrance openin g into the pit and a valve that is operable to selectively restrict communication of the interior space to ambient atmosphere via the additional entrance opening. 23. An air intake module as set forth in claim 22 wherein the additional entrance opening communicates the interior space to ambient atmosphere through a wall of the main passageway at a location along the main passageway that is upstream of the location of the first-mentioned entrance opening along the main passageway. 24. An air intake module as set forth in claim 20 including an additional entrance opening to the pit for communicating the interior space to ambient atmosphere via the additional entrance opening. 25. An air intake module as set forth in claim 24 including a valve that is operable to selectively restrict communication of the interior space to ambient atmosphere via the additional entrance opening. laim 2, wherein the setting means sets the decision value based on the running state of the engine. . 7. The combustion control apparatus according to claim 6, wherein the setting means takes an atmospheric pressure into account when setting the decision value. 8. The combustion control apparatus according to claim 2, wherein the treating mechanism includes a control valve, which is located in a purge passage that connects the canister to the intake system, wherein the control valve regulates the flow rate of the purged gas, and wherein the computing means computes the flow rate of the purged gas based on a pressure in the intake system, an atmospheric pressure and an opening size of the control valve. 9. The combustion control apparatus according to claim 2, wherein the capability value is a first capability value and the computing means computes a second capability value, wherein the computing means computes the first capability value by taking the flow rate of purged gas over a predetermined first period into account and computes the second capability value by taking the flow rate of purged gas over a second period, which is shorter than the first period, into account; wherein the decision value is a first decision value and the setting means sets a second decision value, wherein the first decision value corresponds to the first capability value and the second decision value corresponds to the second capability value, wherein the setting means sets the first decision value based on an ambient temperature and sets the second decision value based on the running state of the engine; and wherein, when at least one of the first and second capability values is less than the corresponding decision value, the control means prohibits stratified charge combustion. 10. The combustion control apparatus according to claim 1, wherein the control means permits stratified charge combustion to be performed when a predetermined period has elapsed after prohibiting stratified charge combustion. 11. The combustion control apparatus according to claim 10, wherein the control means permits stratified charge combustion to be performed when the amount of fuel adsorbed by the canister is less than a predetermined value after prohibiting stratified charge combustion. 12. The combustion control apparatus according claim 10, wherein, while homogenous charge combustion is being performed subsequent to the prohibition of stratified charge combustion, the control means computes the concentration of fuel in the purged gas based on a deviation of the actual air-fuel ratio from the stoichiometric air-fuel ratio due to the purged gas, and wherein the control means permits stratified charge combustion to be performed when the computed fuel concentration is smaller than a predetermined value. 13. The combustion control apparatus according to claim 12, wherein, while homogenous charge combustion is being performed subsequent to the prohibition of stratified charge combustion, the control means compensates for deviation between the actual air-fuel ratio and the stoichiometric air-fuel ratio while temporarily stopping purging prior to the computation of the fuel concentration in the purged gas. 14. The combustion control apparatus according to claim 12, wherein, when the actual air-fuel ratio is unstable in the vicinity of the stoichiometric air-fuel ratio, the control means continues to perform homogeneous charge combustion and prohibits stratified charge combustion. 15. The combustion control apparatus according to claim 10, wherein, until a predetermined permission period elapses after permitting stratified charge combustion, the control means continues to permit stratified charge combustion regardless of whether the capability value is less than the decision value. 16. The combustion control apparatus according to claim 15, wherein the control means sets the permission period based on at least one of an ambient temperature and the running state of the e ngine. 17. The combustion control apparatus according to claim 15, wherein the control means sets the permission period based on the amount of fuel adsorbed by the canister when stratified charge combustion is prohibited. 18. The combustion control apparatus according claim 15, wherein, while homogenous charge combustion is being performed subsequent to the prohibition of stratified charge combustion, the control means computes the concentration of fuel in the purged gas based on a deviation of the actual air-fuel ratio from the stoichiometric air-fuel ratio due to the purged gas, and wherein the control means sets the permission period by taking the flow rate of purged gas from when stratified charge combustion is prohibited to when the computed fuel concentration is less than a predetermined value into account. 19. The combustion control apparatus according claim 15, wherein, while homogenous charge combustion is being performed subsequent to the prohibition of stratified charge combustion, the control means computes the maximum value of the concentration of fuel in the purged gas based on a deviation of the actual air-fuel ratio from the stoichiometric air-fuel ratio due to the purged gas, and wherein the control means sets the permission period based on the computed maximum value. 20. The combustion control apparatus according to claim 15, wherein, if the capability value is greater than the decision value during the permission period, the control means extends the permission period by a predetermined extension period. 21. The combustion control apparatus according to claim 20, wherein the control means takes the flow rate of purged gas over the permission period into account when computing the capability value. 22. The combustion control apparatus according to claim 20, wherein the extension period is shorter than the permission period. 23. The combustion control apparatus according to claim 20, wherein the control means sets the extension period based on at least one of an ambient temperature and the running state of the engine. 24. The combustion control apparatus according to claim 2, wherein, when a predetermined determination period has elapsed while stratified charge combustion was permitted, the control means forces the engine to perform homogeneous charge combustion. 25. The combustion control apparatus according to claim 24, wherein the control means sets the determination period based on at least one of an ambient temperature and the running state of the engine. 26. The combustion control apparatus according to claim 2, wherein, if the engine is started with a relatively great amount of fuel adsorbed by the canister, the control means causes the engine to perform homogeneous charge combustion until the amount of adsorbed fuel becomes smaller than a predetermined value. 27. The combustion control apparatus according to claim 26, wherein the control means determines that the engine is started with a relatively great amount of fuel adsorbed by the canister if the control means judges either that the state of the engine before being started tended to promote fuel vapor production or that stratified charge combustion was prohibited the last time the engine was stopped. 28. A method for controlling an engine that operates in a combustion mode selected from a stratified charge combustion mode and a homogeneous charge combustion mode, the method comprising: adsorbing fuel vapor produced in a fuel feed system of the engine by a canister of a fuel vapor treating mechanism; purging the fuel vapor adsorbed by the canister, along with air, to an intake system of the engine; adjusting a flow rate of the purged gas in accordance with a running state of the engine; computing the flow rate of the purged gas; computing a capability value based on the computed flow rate of the purged gas, the capability value representing the capability of the treating mechanism; setting a decision value in accordance with an amount of the fuel vapor produced in the fuel feed system, the decision value representing a required capability of the treating mechanism; and prohibiting stratified charge combustion and causing the engine to perform homogeneous charge combustion when the capability value is less than the decision value. of the plurality of cylinders to operate in the stratified combustion mode at a throttle position between 0% and approximately 20% of wide open throttle and switch one of the plurality of cylinders to the homogenous combustion mode when the throttle position is approximately 20% of the wide open throttle position. 7. The engine accordance with claim 6, wherein the electronic control unit is operable to control at least one of the plurality of cylinders in the homogeneous combustion mode and at least another of the plurality of cylinders in the stratified combustion mode at throttle positions of approximately 20% to approximately 42% of the wide open throttle position. 8. The engine in accordance with claim 7, wherein the electronic control unit is operable to control each of the plurality of cylinders to operate in the homogenous combustion mode when the throttle position is greater than approximately 42% of the wide open throttle position. 9. The engine in accordance with claim 8, wherein the plurality of cylinders comprises at least a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder, wherein the electronic control unit is operable to switch the first cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is between approximately 20% and approximately 30% of the wide open throttle position; switch the second cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is between approximately 24.5% and approximately 34.5% of the wide open throttle position; switch the third cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is between approximately 28.0% and approximately 38.0% of the wide open throttle position; and switch the fourth cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is between approximately 32% and approximately 42% of the wide open throttle position. 10. The engine in accordance with claim 9, wherein the electronic control unit is operable to switch the first cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is approximately 20% of the wide open throttle position; switch the second cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is approximately 24.5% of the wide open throttle position; switch the third cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is approximately 28.0% of the wide open throttle position; and switch the fourth cylinder from the stratified combustion mode to the homogenous combustion mode when the throttle position is approximately 32% of the wide open throttle position. 11. A method for controlling an internal combustion engine including a plurality of cylinders operable in a homogenous combustion mode and a stratified combustion mode, each of the cylinders being operatively coupled to an electronic control unit, the electronic control unit being operable to switch each of the cylinders between the homogenous combustion mode and the stratified combustion mode based upon an engine throttle position, said method comprising: controlling each of the cylinders to operate in the stratified combustion mode; and switching one of the cylinders to the homogenous combustion mode when the engine throttle position exceeds approximately 20% of a wide open throttle position. 12. The method in accordance with claim 11 further comprising switching another of the cylinders to the homogenous combustion mode when the engine throttle position exceeds approximately 24.5% of the wide open throttle position. 13. The method in accordance with claim 11 further comprising switching another of the cylinders to the homogenous combustion mode when the engine throttle position exceeds approximately 28% of the wide open throttle position. 14. The method in accordance with claim 11 further comprising switching another of the cylinders to the homogenous combustion mode when the engine throttle position exceeds approximately 32% of the wide open throttle position. 15. A method for operating an internal combustion engine for a pontoon boat, the engine including a plurality of cylinders operable in a homogenous combustion mode and a stratified combustion mode, each of the cylinders operatively couple to an electronic control unit, the electronic control unit configured to switch each of the cylinders between the homogenous combustion mode and the stratified combustion mode based upon an engine throttle position, said method comprising: controlling each of the cylinders to operate in the stratified combustion mode; and switching one of the cylinders to the stratified combustion mode when the throttle position is between approximately 20% and approximately 30% of a wide open throttle position. 16. The method in accordance with claim 15 wherein the engine includes at least four cylinders, said method further comprising operating each of the four cylinders in the homogenous combustion mode when the throttle position is between approximately 32% and approximately 42% of the wide open throttle position. 17. An internal combustion engine for a pontoon boat, comprising: a plurality of engine cylinders operable in a stratified combustion mode and a homogenous combustion mode; and an electronic controller coupled to each of the plurality of cylinders, wherein the electronic control unit is operable to operate each of the engine cylinders in the stratified combustion mode at a throttle position between 0% and approximately 20% of a wide open throttle position and switch at least one of the engine cylinders from the stratified combustion mode to the homogenous combustion mode when the throttle position is between approximately 20% and approximately about 42% of the wide open throttle position. 18. The engine in accordance with claim 17, wherein the engine includes at least four cylinders. 19. The engine in accordance with claim 18, wherein the electronic control unit is operable to operate each of the engine cylinders in the homogenous combustion mode when the throttle position is above approximately 42% of the wide open throttle position. 20. The engine in accordance with claim 17, wherein each of the cylinders is a direct injected cylinder. on internal combustion engine having a crank angle and an injector nozzle for directly injecting fuel into a working space of a cylinder, the working space including a recess of a piston, the engine capable of operating in a lower part-load range, a middle part-load range, an upper part-load range, and a full-load range, the method comprising: during the lower part-load range, forming an ignitable homogeneous mixture locally by defined charge stratification using controlled coordination of air movement in the working space and injection pressure combined with timed injection at a time when the crank angle is between 180° and 20° before the top dead center position so as to produce a homogeneous combustion; during the middle part-load range, injecting a second amount of the fuel into the working space at a second injection pressure at a time when the crank angle is between 180° and 20° before the top dead center position so as to produce a homogeneous mixture; and during at least one of the upper part-load range and the fall-load range, injecting a portion of a third amount of the fuel into the working space at a third injection pressure at a time when the crank angle is within a range between 180° and 20° before the top dead center position so as to produce a homogeneous mixture and a remainder of the third amount of the fuel into the working space at a fourth injection pressure at a time when the piston is approximately at the top dead center position so as to produce a heterogeneous mixture. 3. The method as recited in claim 1 wherein the second and third injection pressures are lower injection pressures and the first and fourth injection pressures are higher injection pressures. 4. The method as recited in claim 1 wherein the first, second, third, and fourth injection pressures have an approximately equal value between a lower injection pressure and a higher injection pressure. 5. The method as recited in claim 2 wherein the forming of the of the ignitable homogeneous mixture locally is performed in a timed manner. 6. The method as recited in claim 1 wherein, during the upper-part load range, the remainder of the third amount of fuel is injected into the recess of the piston. 7. The method as recited in claim 2 wherein, during the upper-part load range, the remainder of the third amount of fuel is injected into the recess of the piston. 8. The method according to claim 1 wherein during the lower and middle part-load ranges, injecting a fourth amount of fuel at a time shortly before the crank angle reaches a top dead center position. 9. The method as recited in claim 6 wherein the remainder of the third amount of fuel is injected between a cool-flame combustion and a hot-flame combustion. 10. The method as recited in claim 8, wherein a geometric compression ratio, an effective compression ratio, a fuel, an inlet temperature, a pressure in the suction pipe, an air movement, and one of an exhaust-gas recirculation and exhaust-gas retention are selected and coordinated with one another in such a way that, for a range of load and a range of rotational speed for homogeneous combustion, only cool-flame combustion takes place without ignition-jet injection so as to prevent a premature start of cool-flame combustion. 11. The method as recited in claim 8, wherein a geometric compression ratio, an effective compression ratio, a fuel, an inlet temperature, a pressure in the suction pipe, an air movement, and one of an exhaust-gas recirculation and exhaust-gas retention are selected and coordinated with one another in such a way that, for a range of load and a range of rotational speed for homogeneous combustion, cool-flame combustion lasts as long as possible so as to prevent a premature start of cool-flame combustion. 12. The method as recited in claim 8, wherein a geometric compression ratio, an effective compression ratio, a fiuel, an inlet temperature, a pressure in the suction pipe, an air movement, and one of an exha ust-gas recirculation and exhaust-gas retention are selected and coordinated with one another in such a way that, for a range of load and a range of rotational speed for homogeneous combustion, there is a long interval between cool-flame combustion and hot-flame combustion so as to prevent a premature start of cool-flame combustion. 13. An injection system for a reciprocating-piston internal combustion engine having a crank angle and an injector nozzle for directly injecting fuel into a working space of a cylinder, the working space including a recess of a piston, the engine capable of operating in a lower part-load range, a middle part-load range, an upper part-load range, and a full-load range, the injection system comprising: a reciprocating piston pump for generating pressure modulation in a working cycle including a piston driven by a camshaft having a double cam for feeding fuel to the electronically controllable injection valve; an injection nozzle; and a cut-off valve disposed between the reciprocating piston pump and the injection nozzle, the reciprocating piston pump being capable of, during the lower part-load range, injecting a first amount of the fuel centrally into the working space at a first injection pressure at a time shortly before the crank angle reaches a top dead center position so as to produce a heterogeneous mixture; during the middle part-load range, injecting a second amount of the fuel into the working space at a second injection pressure at a time when the crank angle is between 180° and 20° before the top dead center position so as to produce a homogeneous mixture; and during at least one of the upper part-load range and the fill-load range, injecting a portion of a third amount of the fuel into the working space at a third injection pressure at a time when the crank angle is within a range between 180° and 20° before the top dead center position so as to produce a homogeneous mixture and a remainder of the third amount of the fuel into the working space at a fourth injection pressure at a time when the piston is approximately at the top dead center position so as to produce a heterogeneous mixture. 14. An injection system for a reciprocating-piston internal combustion engine having a crank angle and an injector nozzle for directly injecting fuel into a working space of a cylinder, the working space including a recess of a piston, the engine capable of operating in a lower part-load range, a middle part-load range, an upper part-load range, and a full-load range, the injection system comprising: a CR system for generating pressure modulation in a working cycle, the CR system including a high pressure accumulator, an electronically controllable injection valve including a fuel delivery line, a quick-switching magnetically or piezoelectrically controlled valve disposed between the accumulator and the injection valve and capable of aiding regulation of a pressure level in the fuel delivery line, the CR system being capable of, during the lower part-load range, injecting a first amount of the fuel centrally into the working space at a first injection pressure at a time shortly before the crank angle reaches a top dead center position so as to produce a heterogeneous mixture; during the middle part-load range, injecting a second amount of the fuel into the working space at a second injection pressure at a time when the crank angle is between 180° and 20° before the top dead center position so as to produce a homogeneous mixture; and during at least one of the upper part-load range and the full-load range, injecting a portion of a third amount of the fuel into the working space at a third injection pressure at a time when the crank angle is within a range between 180° and 20° before the top dead center position so as to produce a homogeneous mixture and a remainder of the third amount of the fuel into the working space at a fourth injection pressure at a time when the piston is approx imately at the top dead center position so as to produce a heterogeneous mixture. 15. An injection system for a reciprocating-piston internal combustion engine having a crank angle and an injector nozzle for directly injecting fuel into a working space of a cylinder, the working space including a recess of a piston, the engine capable of operating in a lower part-load range, a middle part-load range, an upper part-load range, and a full-load range, the injection system comprising: an electronically controllable injection system with hydraulic pressure boosting, the electronically controllable injection system being capable of, during the lower part-load range, injecting a first amount of the fuel centrally into the working space at a first injection pressure at a time shortly before the crank angle reaches a top dead center position so as to produce a heterogeneous mixture; during the middle part-load range, injecting a second amount of the fuel into the working space at a second injection pressure at a time when the crank angle is between 180° and 20° before the top dead center position so as to produce a homogeneous mixture; and during at least one of the upper part-load range and the full-load range, injecting a portion of a third amount of the fuel into the working space at a third injection pressure at a time when the crank angle is within a range between 180° and 20° before the top dead center position so as to produce a homogeneous mixture and a remainder of the third amount of the fuel into the working space at a fourth injection pressure at a time when the piston is approximately at the top dead center position so as to produce a heterogeneous mixture. 16. The injection system as recited in claim 13 wherein the cut-off valve includes a pressure relief valve. 17. The injection system as recited in claim 13 wherein the cut-off valve includes an electronically controllable magnetically or piezoelectrically controlled valve. 18. The injection system as recited in claim 13 wherein the injection nozzle includes a multi-hole nozzle with relative small hole diameters.