EP0193773A2 - Kraftstoffeinspritzvorrichtung - Google Patents

Kraftstoffeinspritzvorrichtung Download PDF

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Publication number
EP0193773A2
EP0193773A2 EP86101972A EP86101972A EP0193773A2 EP 0193773 A2 EP0193773 A2 EP 0193773A2 EP 86101972 A EP86101972 A EP 86101972A EP 86101972 A EP86101972 A EP 86101972A EP 0193773 A2 EP0193773 A2 EP 0193773A2
Authority
EP
European Patent Office
Prior art keywords
injector
throttle valve
main body
fuel
fuel injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP86101972A
Other languages
English (en)
French (fr)
Other versions
EP0193773A3 (de
Inventor
Kinsaku Yamada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0193773A2 publication Critical patent/EP0193773A2/de
Publication of EP0193773A3 publication Critical patent/EP0193773A3/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/043—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit upstream of an air throttle valve

Definitions

  • the present invention relates to a fuel injection apparatus, and more particularly a fuel injection apparatus suitable for distributing the fuel evenly to each cylinder of an automobile engine.
  • the conventional fuel injection apparatus for the automobile engine is constituted with the throttle main body, the throttle valve, the injector provided in the injector housing and the injector holder etc, wherein the offset against the center of the throttle valve is given to the position of the injector.
  • the air is introduced through two apertures defined the injector housing, the injector holder and the throttle main body.
  • the areas of the two apertures provided in the throttle main body are equal.
  • no consideration is given for the point that the fuel. distribution performance is affected by the air flow.
  • the fuel when the throttle valve is opened to 45 0- 50 0 or slightly more, the fuel is likely to be concentrated at the side or end which is lower than the shaft center of the throttle valve shaft. In other words, the fuel is likely to concentrated at the portion which is the lower side or the downward side of the throttle valve, or the downstream side from the shaft center of the throttle valve shaft.
  • An object of the present invention is to provide a fuel injection apparatus wherein the fuel can be distributed evenly to each cylinder of the automobile engine.
  • Another object of the present invention is to provide a fuel injection apparatus wherein the satisfactory fuel distribution performance can be facilitated over the whole region of the opening rate of the throttle valve.
  • Further object of the present invention is to provide a fuel injection apparatus wherein the satisfactory fuel distribution performance can be facilitated over 45°-50° or slightly more of the opening rate of the throttle valve.
  • Still object of the present invention is to provide a fuel injection apparatus wherein the fuel can be prevented from being concentrated at one side of the throttle valve.
  • object of the present invention is to provide a fuel injection apparatus wherein the fuel. distribution performance is not affected by the air flow.
  • Stillmore object of the present invention is to provide a fuel injection apparatus wherein the fuel is not concentrated at the lower side of the throttle valve by the air flow.
  • the present invention is to provide a fuel injection apparatus which injects a fuel from an upstream side of a throttle valve provided in a suction passage, characterized in that an injector is provided in the suction passage in such a manner that areas of a pair of sections of the suction passage divided by the injector are unequal, and an axis of the throttle valve is parallel to a center line of a supporting part of the injector.
  • the injector To prevent the fuel from being concentrated at one side or end, it is effective to move the position of the injector toward the upper side of the throttle valve, namely the injector is not positioned at the center line of the throttle main body. But this method adversely affects the fuel distribution when the throttle valve opening rate is low, because the fuel introduction is one-sided. Therefore, it is preferable that the injector be positioned at the center line of the throttle main body.
  • the present invention can be reduce the inequality of the fuel flow caused by the throttle valve in the wide range of opening rates of the throttle valve so that equality of the fuel distribution of each cylinder of the automobile engine can be effected.
  • An injector main body 2 is installed above a throttle valve main body 1 as shown in Fig. 2.
  • An injector housing 2a is usually constructed solidly with the injector main body 2.
  • the injector housing 2a is maintained by an injector holder 3.
  • the injector holder 3 is installed with the injector main body 2 and is positioned at the center line of the injector main body 2.
  • a throttle valve 4 is provided in the throttle valve main body 1 and provided in a suction passage by a throttle valve shaft 5.
  • the shaft center of the throttle valve shaft 5 is arranged to be parallel of the axial direction of the injector holder 3.
  • An injector 6 is housed in the injector housing 2a and is positioned at the center line of the injector main body 2.
  • the center line of the supporting part of the injector 6 or the center line of the injector holder 3 is parallel to the axis of the throttle valve 4.
  • the fuel is introduced through a fuel inlet 7 and returned to a fuel tank through a fuel outlet 8 as shown in Fig. 3 and injects the fuel from the upstream side of the throttle valve 4.
  • a pair of apertures 9 and 10 are defined respectively by the injector housing 2a, the injector holder 3 and the injector main body 2.
  • the injector 6 is provided in the suction passage in such a manner that areas of the sections of the suction passage divided by the injector 6 are unequal.
  • the area of the aperture 9 and the area of the aperture 10 are not equal as shown in Figs. 1 and 2.
  • the area of the aperture 9 corresponding to the lower side or lower end of the throttle valve 4 is smaller than the. area of the aperture 10 corresponding to the upper side or upper end of the throttle valve 4.
  • the proportion of the area of the aperture 9 to the area of the aperture 10 is adapted about 30-40 to about 70-60.
  • the air is introduced through the apertures 9 and 10 defined by the injector housing 2a, the injector holder 3 and the injector main body 2.
  • the quantity of the air is measured by a mass air flow meter and a pressure sensor etc.
  • the measured air quantity input is processed by a micro-processor and the injector 6 is driven by the output signal therefrom and injects the proper quantity of the fuel.
  • the area of the aperture 9 and the area of the aperture 10 are not equal and the shaft center of the throttle valve shaft 5 is so arranged as to be parallel to the axial direction of the injector holder 3.
  • the center line of the supporting part of the injector holder 3 is arranged to the injector main body 2 so as to be parallel and overlap over to the vertical level to the shaft center of the throttel valve shaft 5.
  • the rate of the air flows to the apertures 9 and 10 can be accurately controlled respectively in comparison with the conventional constitution of which the center line of the supporting part of the injector holder is intersected in the cross shape to the shaft center of the throttle valve shaft.
  • the air is introduced into the upper side of the throttle valve 4 and the lower side of the throttle valve 4-unequally in order to prevent the fuel from being concentrated at one side or end.
  • the area of the aperture 9 corresponding to the lower side of the throttle valve 4 is smaller than the area of the opposite aperture 10 corresponding to the upper side of the throttle valve 4 so that the air flow is not concentrated at the lower side of the throttle valve 4. Consequently, the fuel is not concentrated at the lower side of the throttle valve 4 by the air flow.
  • the problem of inequality of the fuel distribution as the throttle valve 4 is opened is alleviated by making the areas of the apertures 9 and 10 different.
  • the injector main body 2 and the throttle valve main body 1 are constituted by two component parts, however the injector main body 2 and the throttle valve main body 1 may be constituted intergrally with one component part.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP86101972A 1985-03-06 1986-02-17 Kraftstoffeinspritzvorrichtung Withdrawn EP0193773A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP60042673A JPS61201881A (ja) 1985-03-06 1985-03-06 燃料噴射装置
JP42673/85 1985-03-06

Publications (2)

Publication Number Publication Date
EP0193773A2 true EP0193773A2 (de) 1986-09-10
EP0193773A3 EP0193773A3 (de) 1989-02-08

Family

ID=12642545

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86101972A Withdrawn EP0193773A3 (de) 1985-03-06 1986-02-17 Kraftstoffeinspritzvorrichtung

Country Status (3)

Country Link
EP (1) EP0193773A3 (de)
JP (1) JPS61201881A (de)
KR (1) KR860007468A (de)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS595869A (ja) * 1982-07-02 1984-01-12 Hitachi Ltd 燃料噴射装置
US4589381A (en) * 1983-09-28 1986-05-20 Hitachi, Ltd. Intake system for internal combustion engine
JPS6073051A (ja) * 1983-09-28 1985-04-25 Toyota Motor Corp 内燃機関の吸気装置

Also Published As

Publication number Publication date
EP0193773A3 (de) 1989-02-08
JPS61201881A (ja) 1986-09-06
KR860007468A (ko) 1986-10-13
JPH0563629B2 (de) 1993-09-10

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Inventor name: YAMADA, KINSAKU