CN214836820U - Internal combustion engine structure - Google Patents
Internal combustion engine structure Download PDFInfo
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- CN214836820U CN214836820U CN202120632583.5U CN202120632583U CN214836820U CN 214836820 U CN214836820 U CN 214836820U CN 202120632583 U CN202120632583 U CN 202120632583U CN 214836820 U CN214836820 U CN 214836820U
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- fuel
- rail member
- fuel rail
- combustion engine
- internal combustion
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- Fuel-Injection Apparatus (AREA)
Abstract
The utility model provides an internal-combustion engine structure can prevent because the fuel temperature in the fuel pipeline risees and then produces the risk of fuel steam. The internal combustion engine structure has a cylinder deactivation function, and includes: the fuel rail assembly includes a first fuel rail member, a second fuel rail member, and a fuel pump for supplying fuel to the first fuel rail member and the second fuel rail member. When the internal combustion engine arrangement initiates a cylinder deactivation function, a first fuel rail member communicates with the injector corresponding to the first bank that activates the cylinder and a second fuel rail member communicates with the injector corresponding to the second bank that deactivates the cylinder. The fuel pump is in communication with the second fuel rail member on one side of the second fuel rail member, and the second fuel rail member is in communication with the first fuel rail member on the other side of the second fuel rail member.
Description
Technical Field
The utility model relates to an internal-combustion engine structure.
Background
Prior art document 1 discloses an arrangement of a fuel pump and two fuel rail members of an internal combustion engine, in which the fuel pump is connected to a fuel injector via a delivery pipe and the fuel rail members to supply fuel to a combustion chamber of a cylinder. However, in the prior art, when the internal combustion engine structure has a cylinder deactivation function, there is a problem that fuel vapor is generated due to an increase in the temperature of fuel in the fuel pipe and the fuel rail member. Further, if steam is generated in the fuel rail member and flows into the fuel injector communicating with the combustion chamber of the cylinder, there is a possibility that exhaust deterioration due to air-fuel ratio deviation or combustion fluctuation due to misfire may occur because a predetermined fuel injection cannot be performed. In these cases, a warning lamp of the internal combustion engine may be illuminated.
[ Prior art documents ]
[ patent document ]
[ patent document 1] Japanese patent application laid-open No. 2004-
SUMMERY OF THE UTILITY MODEL
The utility model provides an internal-combustion engine structure can prevent because the fuel temperature in the fuel pipeline risees and then produces the risk of fuel steam.
The utility model provides an internal-combustion engine structure has the cylinder function of stopping to include: the fuel rail assembly includes a first fuel rail member, a second fuel rail member, and a fuel pump for supplying fuel to the first fuel rail member and the second fuel rail member. When the internal combustion engine arrangement initiates a cylinder deactivation function, a first fuel rail member communicates with the injector corresponding to the first bank that activates the cylinder and a second fuel rail member communicates with the injector corresponding to the second bank that deactivates the cylinder. The fuel pump is in communication with the second fuel rail member on one side of the second fuel rail member, and the second fuel rail member is in communication with the first fuel rail member on the other side of the second fuel rail member.
In view of the above, in the internal combustion engine structure of the present invention, by arranging the second fuel rail member communicating with the injector of the second cylinder bank which deactivates the cylinder between the first fuel rail member and the fuel pump, the fuel flowing through the second fuel rail member does not stop flowing even when the internal combustion engine structure starts the cylinder deactivation function, and further, the fuel is prevented from being heated up by receiving heat from the surrounding environment due to stagnation, and the generation of fuel vapor can be prevented thereby. Further, it is possible to avoid the possibility of fuel vapor flowing into the injector communicating with the combustion chamber of the cylinder, and at the same time, reduce the risk of deterioration in the emission of air-fuel ratio deviation due to failure to perform prescribed fuel injection, or combustion fluctuation due to misfire, and further turn on the warning lamp of the internal combustion engine.
In order to make the aforementioned and other features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
Drawings
Fig. 1 is a schematic diagram of an internal combustion engine structure according to an embodiment of the present invention.
Description of reference numerals:
100: an internal combustion engine structure;
110: a first fuel rail component;
120: a second fuel rail component;
130: a fuel pump;
CB 1: a first bank of cylinders;
CB 2: a second bank of cylinders;
DP: a delivery pipe;
e1: one side;
e2: the other side;
j: an ejector.
Detailed Description
Fig. 1 is a schematic diagram of an internal combustion engine configuration 100 in accordance with an embodiment of the present invention. The specific structure of the internal combustion engine structure 100 will be described below with reference to fig. 1.
Referring to fig. 1, in the present embodiment, an internal combustion engine structure 100 has a cylinder deactivation function and can be mounted on a vehicle as a power source. The engine structure 100 is a transverse V-type engine including a first bank CB1 and a second bank CB 2. The first bank CB1 and the second bank CB2 are arranged at a predetermined angle, and three cylinders (not shown) are provided in each of the first bank CB1 and the second bank CB 2. That is, the engine structure 100 is configured as a V-type six-cylinder engine.
As shown in fig. 1, the internal combustion engine structure 100 includes: a first fuel rail component 110, a second fuel rail component 120, and a fuel pump 130. Fuel pump 130 is used to supply fuel to first fuel rail member 110 and second fuel rail member 120. In the present embodiment, fuel pump 130 may discharge fuel to delivery pipe DP in a pressurized state, and fuel pump 130 communicates with second fuel rail member 120 at one side E1 of second fuel rail member 120 via delivery pipe DP, while second fuel rail member 120 communicates with first fuel rail member 110 at the other side E2 of second fuel rail member 120.
For example, as shown in FIG. 1, in the present embodiment, first fuel rail component 110 and second fuel rail component 120 are made of metal. Also, first and second fuel rail components 110 and 120 are generally hollow tubes through which fuel may flow, and first and second fuel rail components 110 and 120 may be connected to corresponding injectors J, respectively. More specifically, in the present embodiment, the internal combustion engine configuration 100 is a direct injection type internal combustion engine, and the injectors J are provided for the respective cylinders in the cylinder heads of the first bank CB1 and the second bank CB 2. Injector J may be held between first and second fuel rail components 110, 120 and a cylinder head member (not shown). The nozzle portion of the injector J is exposed to the combustion chamber of the cylinder and is operable to supply fuel to the cylinder.
Generally, the cylinder deactivation technique is capable of determining whether each cylinder is to be fired or skipping the step of firing before firing the internal combustion engine configuration 100. If a particular cylinder is skipped from firing, the system will lock the intake and exhaust valves of that cylinder closed to effect cylinder deactivation. Also, the injector J communicating with the combustion chamber of the corresponding cylinder may not inject fuel, and thus fuel consumption saving is achieved.
Thus, as shown in FIG. 1, in the present embodiment, when the internal combustion engine arrangement 100 initiates a cylinder deactivation function, the first fuel rail member 110 will communicate with the injector J corresponding to the first bank CB1 that activates the cylinder, and the second fuel rail member 120 will communicate with the injector J corresponding to the second bank CB2 that deactivates the cylinder. By providing the second fuel rail member 120 communicating with the injector J of the second cylinder bank CB2 for cylinder deactivation between the first fuel rail member 110 and the fuel pump 130 and by arranging the delivery pipe DP, which communicates between the first fuel rail member 110 and the fuel pump 130, through the second fuel rail member 120 in this manner, the fuel flowing through the second fuel rail member 120 does not stop flowing even when the cylinder deactivation function is activated in the internal combustion engine structure 100, and thus the fuel is prevented from being heated by heat accumulated from the surrounding environment, and the generation of fuel vapor is prevented. Further, it is possible to avoid the possibility of fuel vapor flowing into the injector J communicating with the combustion chamber of the cylinder, and at the same time, reduce the risk of deterioration in the emission of air-fuel ratio deviation due to failure to perform prescribed fuel injection, or combustion fluctuation due to misfire, and further turn on the warning lamp of the internal combustion engine.
As described above, in the internal combustion engine structure of the present invention, by arranging the second fuel rail member communicating with the injector of the second cylinder bank which deactivates the cylinder between the first fuel rail member and the fuel pump, the fuel flowing through the second fuel rail member does not stop flowing even when the cylinder deactivation function is activated in the internal combustion engine structure, and the fuel is prevented from being heated by heat received from the surrounding environment due to stagnation, and thereby the generation of fuel vapor can be prevented. Further, it is possible to avoid the possibility of fuel vapor flowing into the injector communicating with the combustion chamber of the cylinder, and at the same time, reduce the risk of deterioration in the emission of air-fuel ratio deviation due to failure to perform prescribed fuel injection, or combustion fluctuation due to misfire, and further turn on the warning lamp of the internal combustion engine.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications or substitutions do not depart from the scope of the embodiments of the present invention, and the essence of the corresponding technical solutions is not disclosed.
Claims (1)
1. An internal combustion engine structure characterized by a cylinder deactivation function, comprising: a first fuel rail member communicating with injectors corresponding to a first bank that operate cylinders, a second fuel rail member communicating with injectors corresponding to a second bank that deactivate cylinders, and a fuel pump for supplying fuel to the first fuel rail member and the second fuel rail member, when the internal combustion engine structure activates a cylinder deactivation function, and the internal combustion engine structure characterized in that:
the fuel pump is in communication with the second fuel rail member on one side of the second fuel rail member and the second fuel rail member is in communication with the first fuel rail member on the other side of the second fuel rail member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120632583.5U CN214836820U (en) | 2021-03-29 | 2021-03-29 | Internal combustion engine structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120632583.5U CN214836820U (en) | 2021-03-29 | 2021-03-29 | Internal combustion engine structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214836820U true CN214836820U (en) | 2021-11-23 |
Family
ID=78760435
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120632583.5U Active CN214836820U (en) | 2021-03-29 | 2021-03-29 | Internal combustion engine structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214836820U (en) |
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2021
- 2021-03-29 CN CN202120632583.5U patent/CN214836820U/en active Active
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