CA1271948A

CA1271948A - Fuel injection to internal combustion engines

Info

Publication number: CA1271948A
Application number: CA000514178A
Authority: CA
Inventors: Steven Ross Ahern; Michael Leonard Mckay
Original assignee: Orbital Engine Co Australia Pty Ltd
Current assignee: Orbital Engine Co Australia Pty Ltd
Priority date: 1985-07-19
Filing date: 1986-07-18
Publication date: 1990-07-24
Anticipated expiration: 2007-07-24
Also published as: GB8706101D0; SE8701143L; KR880700153A; AU594357B2; IN167833B; DE3690389C2; FR2585079B1; WO1987000578A1; GB2188369B; JP2669820B2; SE466864B; BE905149A; KR940001927B1; AU6147686A; PH26109A; DE3690389T1; IT8621181A1; IT8621181A0; IT1197786B; FR2585079A1

Abstract

ABSTRACT
Controlling the distribution of fuel injected directly into an engine combustion chamber by metering fuel into an air mass in a quantity dependent on the engine load, and injecting the fuel and gas charge so formed into the combustion chamber by an injector. The pressure of the gas effects the injection of the fuel and gas charge and the regulator controls the gas pressure with reference to the fuel pressure to maintain a steady differential therebetween.
The regulator varies the fuel pressure with engine load to increase the fuel penetration at selected engine loads.

Description

IMPROVEMENTS RELATING TO FUEL INJECTION TO
INTERNAL COMBUSTION ENGIN~S
This invention relates to the injection of metered quantities of fuel into the combustion chamber of an internal combustion engine.
In order to obtain the more desirable levels of fuel efficiency and exhaust emission control it is desirable to control the position of the fuel cloud in the combustion chamber. It has been observed that the preferred cloud position is not constant, and particularly varies with engine load, which itself is engine speed relatsd. In two stroke cycle engines the control of the fuel cloud is of particular importance to limit the loss of fuel through the exhaust port which may not be fully closed during at least part of the period of injection of the fuel.
It is understood that under light loads, and hence low fuelling rates, the degree of penetration of the fuel into the cylinder should be restricted to reduce the degree of dilution of the fuel by mi~ing with the air in the combustion chamber. The dilution of the fuel gives a lean mixture that is more difficult to ignite, and to maintain combustion until the full fuel charge is burnt. However at high load and high fuelling rates the degree of penetration should be increased to ensure the greater quantity of fuel has access to sufficient air (oxidant) to achieve combustion of all of the fuel.
The principal object of the present invention is to provide a method of control of the fuelling of an engine so that the position of the fuel cloud may be varied to assist in the more efficient combustion of the fuel.
With this object in view there is provided a method of controlling fuel distribution in an internal combustion engine comprising directly injecting fuel into the combustion chamber through a nozzle under conditions so the fuel penetrates a first distance into the combustion chamber, and varying said conditions in response to the ~ ..

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engine load demand being above a predetermined value to increase the distance of penetration of the fuel into the combustion chamber.
Conveniently the pressure effecting delivery of the fuel through the nozzle may be increased in a stepwise manner at one or more selected levels of engine load demand or the pressure increases may be progressive over one or more ranges of engine speed or load to vary the degree of penetration of the fuel.
More specifically there is provided a method of controlling fuel distribution in the combustion chamber of an internal combustion engine comprising combining a metered quantity of fuel delivered at delivery pressure and a gas mass, delivering the fuel-gas mixture so formed at a mixture delivery pressure through a nozzle into the combustion chamber, regulating the pressure differential between the fuel and gas mass to maintain a substantially uniform pressure differential over the engine load demand, and controlling the pressure of the fuel-gas mixture during delivery to the combustion chamber so said pressure is increased in response to the engine load demand above a predetermined value, whereby the extent of penetration of the fuel into the chamber is increased.
The maintenance of the steady pressure differential between the fuel and the gas mass simplifies the controlling of the metered quantity of fuel as in that control procedure it is not necessary to provide compensation for variation in that pressure differential.
Preferably the control of the fuel penetration is 3a achieved by varying the fuel pressure with engine speed and consequently varying the gas pressure to maintain a steady pressure differential. Accordingly the variation of the fuel pressure will have the end result of varying the pressure available to deliver the fuel-gas mixture through the noz~le to the combustion chamber.
The increases in pressure are preferably effected ~7~ 8 -- a, --at one or more selected engine speeds within the normal operating speed range, and it has been found that one increase in the mid-speed range is sufficient in many engine applications.
In the regulation of the pressure differential between the gas and the fuel delivered thereinto, specific advantages arise from the regulations being based on varying the pressure of the fuel as the control function, and effecting a consequential variation int he gas pressure to maintain the selected pressure differential.
one of the advantages is the gas is less viscous than a liquid fuel and so, in a regulation situation, the controlled gas pressure will not be as affected by flow rate variations through the pressure regulator. This results in tne pressure differential being less sensitive to flow rate variation of either the fuel or gas. This feature is of particular significance where the pumps providing the fuel and gas are engine driven and have outputs that are significantly speed related.
Accordingly it is another object of the present invention to provide a fuel-gas regulation system that is particularly suitable for incorporation in a fuel injection system employing pressurised fuel and gas supplies.
With this other object in view there is provided a fuel injection system for internal combustion engines wherein a metered quantity of fuel under pressure is delivered into a gas to form a fuel gas charge, characterised in that the fuel pressure is regulated to a reselected value and the gas pressure is regulated relative to the fuel pressure to maintain a predetermined pressure differential between the fuel and gas during metering of the fuel.
Conveniently the regulated pressure of the fuel is selectable between at least two predetermined values.
Preferably the variation in the regulated fuel pressure is effected at a selected speed, within the normal operating : ' ` ' ~, speed range of the engine, and the variation is preferably an increase as the engine speed exceeds the selected value.
A corresponding decrease is ef~ected as the engine speed falls below that selected value. Preferably the fuel pressure is regulated to a preselected value relative to atmospheric pressure.
In accordance with a further aspect of the present invention there is provided for an engine fuel system, a fuel pressure regulator set to provide a predetermined fuel output pressure, and means adapted to vary said pressure a predetermined amount in response to a selected engine condition.
Conveniently the predetermined fuel output pressure is set by a resilient means prestressed to a set degree, and the means to vary the output pressure adjust the degree of stress on the resilient means. Preferably the resilient means is a spring tensioned or compressed to a degree to provide a load necessary to set the required base fuel pressure. The degree of compression or tension of the spring is increased to increase the fuel output pressure upon the engine reaching a predetermined load and is subse~uently reduced upon the engine speed falling below the selected load.
In this specification reference is made to varying the penetration of the fuel spray by adjusting the delivery presure of the fuel into the combustion chamber, in relation to a particular change or changes in engine load demand, and this demand may be detected in a number of ways. In many engine applications, the speed of the engine under most operating conditions is indicative of the engine load, particularly where the engine is normally operated within specific speed ranges, such as in outboard marine engines.
Accordingly as engine speed is conveniently sensed, and requires comparatively simple sensors, the engine speed is monitored to detect the occurrence of the load change at which the change in fuel penetration is to be effected.

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The invention will be more readily understood from the following description, with reference to the accompanying drawings, of one practical arrangement of the fuel and air pressure regulating device incorporated in a fuel injection sys~em.
In the drawings:-Figure l is an axial section view of a two stroke cycle engine having a direct` in-cylinder fuel injection system.
Figure 2 is an elevational view, partly in section of a fuel metering and injection unit suitable for use with the engine shown in Figure 1.
Fi~ure 3 is a sectional view of a combined fuel and air pressure regulator suitable for use with the metering and injection unit shown in Figure 2, shown in conjunction diagrammatically with other components of a fuel injection system.
Referring now to Figure l the engine lO9 is a single cylinder two stroke cycle engine, of generally conventional construction, having a cylinder 110, crankcase lll and piston 112 that reciprocates in the cylinder 110.
The piston 112 is coupled by the connecting rod 113 to the crankshaft 114. The crankcase is provided with air induction ports 115, incorporating conventional reed valves 119 and three transfer passages 116 (only one shown) communicate the crankcase with respective transfer ports, two of which are shown at 117 and 118, the third being the e~uivalent to 117 on the opposite side of port 118.
The transfer ports are each formed in the wall of the cylinder 110 with their respective upper edge located in the sa~e diametral plane of the cylinder. An exhaust port 120 is formed in the wall of the cylinder generally opposite the central transfer port 118.
The detachable cylinder head 121 has a combustion cavity 122 into which the spark plug 123 projects. the cavity 122 is located substantially symmetrically with respect to the axis of the cylinder, and the spark plug is located on that axis. The fuel injector 124 is located in the wall of the cylinder 110 between the transfer ports and the cylinder head. In the configuration shown the injection nozzle 124 is directly above the central transfer port 118.
The injector 124 is an integral part of a fuel metering and injection system whereby fuel entrained in air is injected directly into the combustion chamber of the engine by the pressure of the air supply. One particular form of fuel metering and injection unit is illustrated in Figure 2 of the drawings which is representative of a type of metering and injection unit that the fuel and air pressure regulating system of the present invention is applicable to.
The fuel metering and injection unit in Figure 2 incorporates a suitable metering device 130, such as an automotive type throttle body injector, coupled to an injector body 131 having a holding chamber 132 therein.
Fuel is delivered from a fuel pump (not shown) through fuel inlet port 133 to the metering device 130 which meters an amount of fuel into the holding chamber 132 in accordance with the engine fuel demand. Excess fuel supplied to the metering device is returned to a fuel reservoir via fuel return port 134. The particular construction of the fuel metering device 130 is not critical to the presen~ invention and any suitable device may be used.
In operation, the holding chamber 132 is pressurised by air supplied supplied through an air inlet port 145 in the body 131. An injection valve 143 is actuated to permit the pressurised air to discharge the metered amount of fuel from the chamber 132 through injector nozzle 142 into a combustion chamber of the engine.
Injection valve 143 of the injector nozzle is of the poppet valve construction opening inwardly to the combustion chamber, that is, outwardly from the holding chamber.
The injection valve 143 is coupled, via a valve .

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stem 144, whlch passes through the holding chamber 132, to the armature 141 of solenoid 147 located w~thin the lnjector body 131. T~,e valve 143 is biased into the closed po~itlon by the di6c ~pring 140 and i~ opened by energising the solenoid 147. Energising o~ tha ~olenoid 147 i~
controlled ln tim~ relation to the engine cycle to efect delivery o~ the ~uel fro~ the holding chamber 132 to the englne combustion chamber.
Further detalls of the operation of the fuel metering and in~ection syBtems incorporating a holding chamber ~uch a~ that described with reference to Fiqure 2 $s di~closed in Canadian Patent Application No. 460,403 It will be appreclated that the fuel ~ delivered lnto the holdlng chamber 132 by the metering device 130 against the pr~s~ure of the air existing ~n the chamber.
Accordingly, the difference in pressure between the fuel supply ak the ~etering device and the a$r in the holding chamber ls relev~nt to the quantlty o~ fuel that w~ll be delivered lnto the holding chamber. ~n view of the need for accuracy in the ~uel metering, both from the aspect of fuel economy and exhau~t emi~sion control, it is important to ef~ectively control this presure difference.
Flgur~ 3 illustrates a fuel in~ection system incorporatlng ~ combined fuel and ~lr regulator which i8 2s suitable for use with the ~uel metering and injection unit as described above with re~erence to Figure 2. Howsver, it i8 to be understood that the regulator hereinafter described with raferencc to Fiqure 3 may be used in other ~uel meter~ng and in~ect~on systems and is not limited to use in the system described with reference to Figure 2.
Referring now to Figure 3 the fuel injection system comprises a fuel metering and injecting unlt 5 to wh~ch air and fuel are provided from the compressor 2 and ~, ,, , i ~:7~
g fuel reservoir 6 respectively via the regulator 10. The fuel is delivered from the reservoir 6 by the low pressure lift pump 3 to the high pressure pump 7 via the through passage 18 in the regulator 10.
The regulator 10 comprises a fuel pressure regulation portion 9 and an air pressure regulation portion 11 incorporated in an integral construction. The fuel reyulation chamber 12 has one wall thereof formed by the flexible diaphragm 13 which is secured around its marginal perimeter. The diaphragm 13 has secured thereto a valve element 14 which co-operates with the port 15 provided in the wall 17 of the fuel regulation chamber opposite the diaphragm 13. The port 15 communicates with the low pressure fuel passage 18 which in turn communicates with the delivery side o~ the low pressure pump 3 and the suction side of the high pressure pump 7.
The high pressure fuel inlet passage 20 communicates the fuel regulation chamber 12 with the delivery side of the high pressure fuel pump 7. The one way valve 21 between the passage 18 and the chamber 12 is only lightly pre-loaded, so that during start up the lower pressure fuel may flow from the passage 18 through the fuel chamber 12 to purge the high pressure fuel circuit and injector 5 of air.
The diaphragm 13 is located by the spring 25 so as to normally position the valve 14 to close the port 15. The spring backing plate 24 normally abuts the stop 19 provided on the end wall 26 of the regulator body. The spring backing plate 24 is attached to the diaphragm 27 which divides the control cavity 28. The portion 29 of the control cavity on the spring side of the diaphragm 27 is subject to atmospheric air via the port 22 whil~t the portion 30 on the opposite side of the diaphragm 27 may be selectively communicated with the regulated air source via the port 31 and solenoid valve 49. When air pressure is applied through port 31 to the portion 30 of the control cavity 28, the diaphragm 27 and the spring backing plate 24 will be moved to the right as seen in the drawing, to apply further compression to the spring 25. The extent of movement of the backing plate 24 to the right is limited by the edge band 32 of the backing plate 24 contacting the S annular should 33 on the regulator body.
Upon the pressure of the fuel in regulation chamber 12 exceeding the regulated presure, the diaphragm 13 is displaced against the action of the spring 25, and valve element 14 is moved away from engagement with port 15, allowing fuel to flow through port 15 to passage 18 and thus lower the pressure in regulation chamber 12 to that required.
It will thus be seen that the application of the control air to the portion 30 of the control air cavity 28 will increase the spring pressure on the diaphragm 13 by a predetermined amount, which in turn will increase the release pressure of valve element 14 and so the pressure of the fuel delivered to the injector unit 5 by the high pressure pump 7 will be correspondingly increased.
In order to reduce the re~uired pressure of the air admitted to the portion 30 of the control cavity a spring (not shown) may be provided between the backing plate 24 and the end wall 26 to partially counteract the spring 25.
The actuation of the solenoid valve 49, to increase in fuel delivery pressure, may be effected by a suitable engine speed sensor being provided to activat- a switch when the engine speed reaches a selected value. The switch when activated energises the solenoid valve 49 so that air from the regulated air supply to the injector unit 5 is admitted to the portion 30 of the control cavity 28.
The application of pressure by this air to the diaphragm 27 will move the backing plate 24 so that the edge band 32 will abut the shoulder 33, thus increasing the load applied by the spring 25 to the diaphragm 13 by a set amount.

The operation of the solenoid valve 49 and control cavity 28 to increase the fuel pressure, may be adapted to provide more than one increase in the regulated fuel pressure. Alternatively an electrically operated deYice may be used to ef~ect the adjustment. The current supplied to the device may be varied to effect the ad~ustment o~ the movement of the d~aphrag~.
An appropriate hysteresis function i~ preferably incorporated in the actuation of the solenoid valve 49 to prevent 'hunting' between the alternative fuel p~essures .
The fuel pressure regulation portion 9, of the composite fuel and air pressure regulator 10 so far described with reference to Figure 3, may he constructed as an individual fuel pressure regulator wherein the regulated pressure i6 variable during operation. The desirability of an ad~ustablQ in~ection pressure has previously been di~cusæed as a means o varying the penetration of the fuel into the combu~tion chamber, and this is equally applicable to in~ection ~ystem where liquid fuel alone is in~ect~d as to systems wherein l~quid fuel is entrained in air or other suitable gas. ~ccordingly the fuel pressure regulator portion 9 may be used as a variable pressure regulator in in~ection systems in~ecting liquid alone.
Continuing with the description of the com~ined regulated illustrated in Figure 3 the fuel chamber 12 is in communication, via the passage 35, with the chamber 36 in the air regulation portion 11 and is separated from the air pressure chamber 37 by the diaphragm 38. The air pressure chamber 37 i8 in com~unication with the air from the compressor 2 via the passage 3g, and air outlet passage 40 lead~ from chamber 37 to the injector unit 5. The diaphragm 38 carries the valve 41 which co-operates with the port 42 which communicates with the air bypass passage 43.
The spring 45 applies presure to the diaphragm 38 to normally hold the valve 41 open. Accordingly the valve 41 will open the port 42 when the air pressure in the .

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chamber 37 and the action of the spring 45 together issufficient to overcome the force created by the fuel presure in the chamber 36 on the diaphragm 38. Accordingly it will be appreciated that the air pressure will always be less than the fuel pressure by the amount represented by the force applied to the diaphragm 38 by the spring 45.
The regulator as above described will in use regulate, relative to atmospheric pressure, the pressure of the fuel supplied to a fuel injection unit 5 by the pump 7, and regulate relative to the fuel pressure, the pressure of the air the air supply to the fuel injector unit, so that during operation of the fuel injection unit there is a predetermined pressure differential between the fuel and air supplies. In addition, by the application of air pressure to the portion 30 of the control cavity 28, the regulated fuel pressure can be increased by a preset amount, and the air pressure will consequently be correspondingly increased by the same amount so that the same pressure differential is maintained between the fuel and the air supplies to the fuel metering and injection unit. The fuel spray penetration may thus be altered without other adjustments or corrections to the metering of the fuel.
The degree of change in the pressure of the air provided to effect delivery of the fuel-air mixture to the combustion chamber is selected by experiment for each engine depending on the geometry of the engine, and the required degree of fuel penetration with varying load or speed conditions. In one particular example applicable to a two stroke cycle engine with a displacement of 0.4 litres per combustion chamber the air pressure is increased from 250 to 500 KPA at an engine speed of 2500 RPM which is in the mid-speed range of the engine.
The above described fuel pressure regulator, and the integrated fuel and air pressure differential regulator may be used in combination with the fuel metering and delivery system described with rsference to Figure 2 and as ~.~71~

disclosed in Canadian Patent Application No. 460,403 and, may be used in the fuelling of a two stroke cycle engine as described in Canadian Patent Application No. 514,180 entitled WImprovements Relating to Direct Fuel Injected Engines" and in applications lodge~ in Australia and elsewhere claiming priori~y from said Australian applications.
In the preceeding description with reference to the drawing specific reference has been made to the use of the present invention in con~unction with an engine operating on the two stroke cycle and with spark ignition and reciprocating piston, however lt is to be understood th~t the invention is also applicable to spark lgnited engines operating on the four stroke cycle and/or other ; 15 configurations such as rotary piston. This invention i8 ~pplicable to internal combustion engines for all use~ and iB particularly useful in contributing to fuel economy and exhaust emissions control in engines for or in vehicle~
including automobiles, motor cycles and boats and including outboard marlne engines.

Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. A method of controlling fuel distribution in an internal combustion engine combustion chamber comprising directly injecting fuel to the combustion chamber through a nozzle under conditions so the fuel penetrates a first distance into the combustion chamber, and varying said conditions in response to the engine load demand being above a predetermined value to increase the distance of penetration of the fuel into the combustion chamber.

2. A method of controlling fuel distribution in an internal combustion engine combustion chamber comprising entraining a metered quantity of fuel in a gas to form a fuel-gas charge, controlling the quantity of fuel entrained in response to the engine load demand, directly injecting said fuel-gas charge into the combustion chamber through a nozzle under conditions to the fuel penetrates a first distance into the combustion chamber, and varying said conditions in response to the engine load demand being above a predetermined value to increase the distance of penetration of the fuel into the combustion chamber.

3. A method of controlling fuel distribution as claimed in claim 1 or 2 wherein the conditions of injection through the nozzle that are varied are that pressure differential effecting the delivery of the fuel through the nozzle.

4. A method of fuel distribution as claimed in any one of claims 1 or 2 wherein said conditions of injection are varied in response to the engine operating at a speed above a predetermined value.

S. A method as claimed in claim 2 wherein the fuel is metered during a delivery for entrainment into the gas, and the fuel is maintained at a predetermined pressure differential above the gas over substantially the whole engine load demand range.

6. A method as claimed in claim 5 wherein the pressure of the gas effects delivery of the fuel through the nozzle.

7. A method as claimed in claim 5 or 6 wherein the pressure of the fuel is increased in response to the engine load demand being above said predetermined value whereby the gas pressure is correspondingly increased.

8. A method of controlling fuel distribution in the combustion chamber of an internal combustion engine comprising combining metered quantity of fuel delivered at a fuel delivery pressure and a gas mass, directly injecting the fuel-gas mixture so formed at a mixture delivery pressure through a nozzle into the combustion chamber, regulating the pressure differential between the fuel and gas mass to maintain a substantially uniform pressure differential over the engine load demand, and controlling the pressure of the fuel gas mixture during delivery to the combustion chamber so said pressure is increased in response to the engine load demand above a predetermined value, whereby the extent of penetration of the fuel into the chamber is increased.

9, A method of distributing fuel as claimed in claim 8 wherein the pressure of the fuel is regulated to increase in response to said engine load demand above said predetermined value.

10. A method of distributing fuel as claimed in claims 1 or 2 wherein said predetermined value of engine load demand is determined by determining the engine attaining a predetermined speed.

11. A fuel injection system for an internal combustion engine wherein a quantity of fuel is metered under pressure into a gas to form a fuel-gas charge, characterised in that the fuel pressure is regulated to a preselected value and the gas pressure is regulated relative to the fuel pressure to maintain a predetermined pressure differential between the fuel and gas during metering of the fuel.

12. A fuel injection system as claimed in claim 11 wherein the regulated fuel pressure is selectable between at least two predetermined values.

13. A fuel injection system as claimed in claim 11 wherein the regulated fuel pressure is increased in response to the engine load demand increasing above a predetermined value.

14. A fuel injection system as claimed in claim 11 wherein the regulated fuel pressure is increased in response to the engine speed increasing above a predetermined value.

15. A method of controlling fuel distribution in an internal combustion engine combustion chamber comprising preparing a metered quantity of fuel externally of the combustion chamber, injecting said metered quantity of fuel into the combustion chamber through a nozzle by applying a gas at pressure to the fuel, controlling said gas pressure in response to engine load demand so that at load demands below a predetermined value the gas pressure is at a first level to provide a first distance of penetration of the fuel into the combustion chamber, and at load demands above said predetermined value the gas pressure a at a second level above said first level to increase the penetration of the fuel into the combustion chamber.

16. A method of controlling fuel distribution as claimed in claim 15 wherein the fuel is metered during delivery into the gas to form a fuel-gas charge.

17. In a fuel injection system for an internal combustion eng ne wherein fuel is metered into a gas and propelled by the pressure of the gas into the engine, a combined fuel and gas pressure regulator comprising first means to regulate the fuel pressure to a first predetermined pressure above atmospheric pressure, and second means to regulate the gas pressure to a predetermined value below the fuel pressure.

18. The combination claimed in claim 17 wherein the first means comprise a fuel chamber and an air chamber separated by a movable wall, a fuel inlet port and a fuel return port in said fuel chamber, means to selectively open said fuel return port in response to movement of said wall in one direction, biasing means resisting movement of the wall in said direction, a vent port in said air chamber to admit atmospheric air thereto, said biasing means and atmospheric air in the air chamber together permitting movement of the wall to open the return port when the pressure of the fuel in the fuel chamber is above said first predetermined pressure.

19. The combination claimed in claim 18 wherein said second means comprises a gas chamber and a further fuel chamber separated by a further movable wall therebetween, said further fuel chamber communicating with the fuel chamber of the first means, and a gas inlet port and a gas by-pass port in said gas chamber, means to selectively open said gas by-pass port in response to movement of said further wall in one direction, further biasing means urging said wall to move in said one direction, said further biasing means and the pressure in said gas chamber effecting movement of said further wall to open said by-pass port when the pressure in the gas chamber is above said predetermined value.

20. The combination claimed in any one of claims 17 to 19 wherein means are provided to selectively increase the force applied by the biasing means to raise said first predetermined pressure of the fuel.

21. An internal combustion engine including a fuel injection system operable in accordance with the method claimed in claim 1, 2 or 8.

22. An internal combustion engine including a fuel injection system operable in accordance with the method claimed in claim 15 or 16.

23. An internal combustion engine including a fuel injection system as claimed in claim 11, 12 or 13.

24. An internal combustion engine including a fuel injection system as claimed in claim 17, 18 or 19.

25. A two stroke cycle internal combustion engine including a fuel injection system operable in accordance with the method claimed in claim 1, 2 or 8.

26. A two stroke cycle internal combustion engine including a fuel injection system operable in accordance with the method claimed in claim 15 or 16.

27. In an automobile internal combustion engine including a fuel injection system operable in accordance with the method claimed in claim 1, 2 or 8.

28. In an automobile internal combustion engine including a fuel injection system operable in accordance with the method claimed in claim 15 or 16.

29. An internal combustion outboard marine engine including a fuel injection system operable in accordance with the method claimed in claim 1, 2 or 8.

30. An internal combustion outboard marine engine including a fuel injection system operable in accordance with the method claimed in claim 15 or 16.

31. A two stroke cycle internal combustion engine including a fuel injection system as claimed in claim 11, 12 or 13.

32. A two stroke cycle internal combustion engine including a fuel injection system operable in accordance with the method claimed in claim 17, 18 or 19.

33. In an automobile internal combustion engine including a fuel injection system as claimed in claim 11, 12 or 13.

34. In an automobile internal combustion engine including a fuel injection system as claimed in claim 17, 18 or 19.

35. An internal combustion outboard marine engine including a fuel injection system as claimed in claim 11, 12 or 13.

36. An internal combustion outboard marine engine including a fuel injection system as claimed in claim 17, 18 or 19.