JP2748322B2 - Engine fuel injection device - Google Patents
Engine fuel injection deviceInfo
- Publication number
- JP2748322B2 JP2748322B2 JP63093239A JP9323988A JP2748322B2 JP 2748322 B2 JP2748322 B2 JP 2748322B2 JP 63093239 A JP63093239 A JP 63093239A JP 9323988 A JP9323988 A JP 9323988A JP 2748322 B2 JP2748322 B2 JP 2748322B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- fuel injection
- combustion chamber
- intake
- valve
- 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.)
- Expired - Fee Related
Links
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明はエンジンの燃料噴射装置に関し、特に、燃焼
室の点火プラグ周りに過濃混合気が偏在するよう燃料を
噴射して、混合気の成層燃焼を行わせるものの改良に関
する。Description: BACKGROUND OF THE INVENTION The present invention relates to a fuel injection device for an engine, and more particularly to a fuel injection device for injecting fuel such that a rich mixture is unevenly distributed around a spark plug of a combustion chamber. The present invention relates to an improvement of a device that performs stratified combustion.
（従来の技術） 一般に、混合気の成層燃焼を行う場合には、例えば実
開昭58−2363号公報に開示されるように、燃料噴射弁を
燃焼室内に臨ませて、該燃料噴射弁から燃料を点火プラ
グ周りに供給することにより、燃焼室の点火プラグ周り
に過濃混合気を偏在させて、混合気の成層燃焼を可能に
したものが知られている。(Prior Art) Generally, when performing stratified combustion of an air-fuel mixture, for example, as disclosed in Japanese Utility Model Application Laid-Open No. 58-2363, a fuel injection valve is exposed to a combustion chamber, and 2. Description of the Related Art There has been known a fuel supply system in which fuel is supplied around an ignition plug to cause a rich mixture to be unevenly distributed around an ignition plug in a combustion chamber, thereby enabling stratified combustion of the mixture.
ところで、混合気の成層燃焼を行う場合、過濃混合気
を燃焼室の点火プラグ周りのみに有効に偏在させるため
には、上記の如く燃焼室に配置した燃料噴射弁からの燃
料の噴射時期を圧縮行程の途中に設定して、その燃料の
拡散を少なく留めることが行われる。By the way, when stratified combustion of the air-fuel mixture is performed, in order to effectively distribute the rich air-fuel mixture only around the ignition plug of the combustion chamber, the injection timing of the fuel from the fuel injection valve arranged in the combustion chamber as described above must be adjusted. It is set in the middle of the compression stroke to reduce the diffusion of the fuel.
（発明が解決しようとする課題） また、燃焼室内で良好な燃焼を行うためには、点火プ
ラグが離れた所にも稀薄な混合気の層を形成しておくこ
とが望ましく、そのためには上記燃焼室内の燃料噴射弁
とは別に稀薄混合気層形成用の燃料供給手段が必要であ
った。(Problems to be Solved by the Invention) In order to perform good combustion in the combustion chamber, it is desirable to form a lean mixture layer even at a place where the spark plug is remote. In addition to the fuel injection valve in the combustion chamber, a fuel supply means for forming a lean mixture layer was required.
しかしながら、その場合には、圧縮行程の途中で燃料
を噴射する関係上、燃料噴射弁の燃料の噴射圧力に高い
圧力を要し、それに伴い燃料噴射弁の駆動装置（燃料噴
射ポンプ）が大型化したり、その燃料供給管を高圧力に
耐える構造のものを使用する必要が生じて、装置の大型
化，高コスト化を招くと共に、燃料噴射系統の耐久性や
信頼性の低下の懸念が生じる。However, in such a case, since the fuel is injected during the compression stroke, a high pressure is required for the fuel injection pressure of the fuel injection valve, and the driving device (fuel injection pump) of the fuel injection valve is accordingly increased in size. In addition, it is necessary to use a fuel supply pipe having a structure capable of withstanding high pressure, which leads to an increase in size and cost of the apparatus, and also concerns about a decrease in durability and reliability of the fuel injection system.
本発明は係る点に鑑みてなされたものであり、その目
的は、１つの燃料噴射弁を用いて、燃料を低圧力で噴射
し得る状況下で噴射しながら、燃焼室の点火プラグ周り
に過濃混合気を偏在させることにより、混合気の成層燃
焼を良好に行いつつ、燃料噴射弁の駆動装置等を小形化
し、また燃料供給管を低圧力でよいもので構成し得て、
装置の小型化，低コスト化を図ると共に、燃料噴射系統
の耐久性や信頼性の向上を図ることにある。The present invention has been made in view of the above, and an object of the present invention is to use a single fuel injection valve to inject fuel under a condition where fuel can be injected at a low pressure, and to superimpose fuel around a spark plug in a combustion chamber. By unevenly distributing the rich air-fuel mixture, the stratified combustion of the air-fuel mixture can be favorably performed, the driving device of the fuel injection valve can be downsized, and the fuel supply pipe can be configured with a low pressure.
It is an object of the present invention to reduce the size and cost of the device and to improve the durability and reliability of a fuel injection system.
（課題を解決するための手段） 以上の目的を達成するため、本発明では、低圧力状態
の吸気行程時において燃焼室の燃料噴射弁から燃料を噴
射する構成としながら、吸気ポートからの吸気の流れを
利用して、燃焼室の点火ラグ周りに過濃混合気を偏在さ
せる構成としたものである。(Means for Solving the Problems) In order to achieve the above object, according to the present invention, fuel is injected from a fuel injection valve of a combustion chamber during an intake stroke in a low pressure state, while intake air from an intake port is taken. In this configuration, the rich mixture is unevenly distributed around the ignition lug of the combustion chamber using the flow.
つまり、本発明の具体的な解決手段は、上記の如く燃
焼室の点火プラグ周りに過濃混合気が偏在するよう燃料
を噴射するエンジンの燃料噴射装置を前提とする。そし
て、上記燃焼室の点火プラグに対し、該点火プラグとに
より吸気ポートを挟む位置に燃料噴射弁を臨ませ、その
燃料噴射方向が上記点火プラグの方向となるように、燃
料を噴出する先端開口部を上記点火プラグへ指向させる
構成とする。また、吸気行程での燃料噴射を２回に分け
て、第１回目の燃料噴射により上記点火プラグ周りに過
濃混合気を偏在させ、第２回目の燃料噴射により上記点
火プラグから離れた燃焼室空間に希薄混合気層を形成す
るように、吸気行程前半の吸気流れの少ない所定時と、
吸気行程後半の吸気流れの大きい所定時とに分けて燃料
を噴射するよう上記燃料噴射弁を制御する噴射制御手段
を設ける構成としたものである。That is, the specific solution of the present invention is based on the premise that the fuel injection device of the engine injects the fuel such that the rich mixture is unevenly distributed around the ignition plug of the combustion chamber as described above. The fuel injection valve faces the ignition plug of the combustion chamber at a position sandwiching the intake port with the ignition plug, and a tip opening for injecting fuel so that the fuel injection direction is in the direction of the ignition plug. The portion is directed to the ignition plug. Further, the fuel injection in the intake stroke is divided into two times, the rich fuel-air mixture is unevenly distributed around the spark plug by the first fuel injection, and the combustion chamber separated from the spark plug by the second fuel injection. At a predetermined time when the intake air flow is small in the first half of the intake stroke so as to form a lean mixture layer in the space,
An injection control means for controlling the fuel injection valve so as to inject fuel separately from a predetermined time when the intake air flow is large in the latter half of the intake stroke is provided.
（作用） 以上の構成により、本発明では、１つの燃料噴射弁に
よる吸気行程前半の吸気流れの少ない所定時での第１回
目の燃料噴射では、この時に燃料噴射弁から噴射された
燃料は、途中で吸気ポート部分を通過するが、その吸気
流れが少ないので、そのまま通過して点火プラグ周りに
到達し、この点火プラグ周りに付着した後、徐々に気化
して濃混合気層を形成する。(Operation) With the above configuration, in the present invention, in the first fuel injection at a predetermined time when the intake air flow is small in the first half of the intake stroke by one fuel injection valve, the fuel injected from the fuel injection valve at this time is: Although the air passes through the intake port partway, the intake air flow is small. Therefore, the air passes through the intake plug and reaches around the spark plug. After being attached around the spark plug, it is gradually vaporized to form a rich mixture layer.
また、その後の吸気行程後半の吸気流れの大きい所定
時での第２回目の燃料噴射では、燃料噴射弁から燃料が
再び点火プラグに向けて噴射される。この燃料は、吸気
ポート部分に到達した時には、その吸気ポートから供給
される吸気の大きな流れに伴いその方向が変化し、曲げ
られて、吸気行程の進行に応じて吸気と共に燃焼室の全
体に均一に拡散することになる。その結果、燃焼室で
は、吸気行程前半に供給された燃料が点火プラグ周りの
みに霧化して偏在すると共に、吸気行程後半に供給され
た燃料が燃焼室全体に拡散して、点火プラグから離れた
燃焼室内空間に稀薄混合気層が形成された状態に混合気
が成層化されることになる。Further, in the second fuel injection at a predetermined time when the intake flow is large in the latter half of the intake stroke, fuel is again injected from the fuel injection valve toward the spark plug. When this fuel reaches the intake port, its direction changes with the large flow of intake air supplied from the intake port, and it is bent, and is uniformly distributed throughout the combustion chamber together with intake air as the intake stroke progresses. Will be spread. As a result, in the combustion chamber, the fuel supplied in the first half of the intake stroke is atomized and unevenly distributed only around the spark plug, and the fuel supplied in the second half of the intake stroke is diffused throughout the combustion chamber and separated from the ignition plug. The mixture is stratified in a state where a lean mixture layer is formed in the combustion chamber space.
その際、燃料噴射弁からの燃料の噴射時期は、吸気行
程の前半と後半の２回であるものの、共に吸気行程内で
あって、燃料噴射弁から燃料噴射を燃料の低圧力下の状
況で行うことができるので、燃料噴射弁の駆動装置を小
形化できると共に、その燃料供給管を低圧力に耐えれば
よいもので構成でき、装置の小形化，低圧コスト化を図
ることができる。また、燃料噴射系統の耐久性，信頼性
の向上を図ることができる。At this time, although the fuel injection timing from the fuel injection valve is the first half and the second half of the intake stroke, both are within the intake stroke, and the fuel injection from the fuel injection valve is performed under the low pressure of the fuel. Therefore, the driving device for the fuel injection valve can be downsized, and the fuel supply pipe can be made of a material that can withstand low pressure, so that the device can be downsized and the pressure can be reduced. In addition, the durability and reliability of the fuel injection system can be improved.
（実施例） 以下、本発明の実施例を図面に基いて説明する。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.
第１図は本発明に係るエンジンの燃料噴射装置の全体
構成を示し、１はエンジン、２はエンジン１のシリンダ
３に摺動偉材に嵌挿したピストン４により容積可変に形
成される燃焼室、５は一端がエアクリーナ６を介して大
気に連通し、他端が上記燃焼室２に開口して吸気を供給
するための吸気通路、７は一端が上記燃焼室２に連通し
他端が大気に開放されて排気を排出するための排気通路
である。上記吸気通路５には、吸入空気量を調整するス
ロットル弁８が配設されているとともに、排気通路７に
は、排気浄化用の触媒装置10が配設されている。また、
燃焼室２において、吸気通路５の開口部分（吸気ポート
5a）には吸気弁12が、排気通路７の開口部分（排気ポー
ト7a）には排気弁13が各々配置されていると共に、燃焼
室２の頂部には、混合気に点火する点火プラグ15が配置
されている。更に、燃焼室２の側部（シリンダ部分）に
は燃料噴射弁16が配置されている。FIG. 1 shows the overall configuration of a fuel injection device for an engine according to the present invention, wherein 1 is an engine, and 2 is a combustion chamber formed to have a variable volume by a piston 4 inserted into a cylinder 3 of the engine 1 with a sliding member. Reference numeral 5 denotes an intake passage having one end communicating with the atmosphere via an air cleaner 6 and the other end opening to the combustion chamber 2 to supply intake air, and 7 has one end communicating with the combustion chamber 2 and the other end having an atmosphere. This is an exhaust passage that is opened to exhaust the exhaust gas. The intake passage 5 is provided with a throttle valve 8 for adjusting the amount of intake air, and the exhaust passage 7 is provided with a catalyst device 10 for purifying exhaust gas. Also,
In the combustion chamber 2, the opening of the intake passage 5 (intake port
5a), an intake valve 12 is arranged at an opening of the exhaust passage 7 (exhaust port 7a), and an exhaust valve 13 is arranged at the top of the combustion chamber 2. An ignition plug 15 for igniting the air-fuel mixture is provided at the top of the combustion chamber 2. Are located. Further, a fuel injection valve 16 is arranged on a side portion (cylinder portion) of the combustion chamber 2.
上記燃料噴射弁16は、上記点火プラグ15に対して、該
点火プラグ15と燃料噴射弁16とで吸気ポート5aを挟むよ
うな位置に臨んで配置されていて、該燃料噴射弁16の燃
料噴射方向は、上記点火プラグ15に向けて燃料を噴射す
る方向に設定されている。The fuel injection valve 16 is disposed so as to face the ignition plug 15 so as to sandwich the intake port 5a between the ignition plug 15 and the fuel injection valve 16, and the fuel injection of the fuel injection valve 16 is performed. The direction is set to a direction in which fuel is injected toward the ignition plug 15.
加えて、20はスロットル弁８上流側で吸入空気量を検
出するエアフローセンサ、21は吸気温度を検出する吸気
温度センサ、22はスロットル弁８の開度を検出する開度
センサ、23はスロットル弁８下流側の吸気負圧を検出す
る負圧センサ、24はエンジン冷却水温度を検出する水温
センサ、25は排気温度７の触媒装置10上流側に配置さ
れ、排気中の酸素濃度成分により空燃比を検出する空燃
比センサ、26はエンジン１の出力軸に連結されて同期回
転するシグナルディスクプレート1aの回転角（つまりエ
ンジン回転数）を検出する回転数センサである。In addition, 20 is an air flow sensor that detects the amount of intake air upstream of the throttle valve 8, 21 is an intake air temperature sensor that detects intake air temperature, 22 is an opening sensor that detects the opening of the throttle valve 8, and 23 is a throttle valve. 8, a negative pressure sensor for detecting the intake negative pressure on the downstream side; 24, a water temperature sensor for detecting the temperature of the engine cooling water; 25, an air-fuel ratio based on the oxygen concentration component in the exhaust gas; Is an air-fuel ratio sensor that detects the rotation angle of the signal disk plate 1a (that is, the engine rotation speed) that is connected to the output shaft of the engine 1 and rotates synchronously.
而して、上記各センサ20〜26の検出信号（吸入空気量
信号ISa、吸気温度信号ISt、スロットル弁開度信号IS
h、吸気負圧信号ISb、冷却水温度信号ISs、空燃比信号I
So、エンジン回転数信号ISn）は、各々、コントロール3
0に入力される。該コントローラ30の内部には、上記各
検出信号や制御信号の入／出力ポート31、ROM32、RAM3
3、及びCPU34を有し、該コントローラ30により、上記燃
料噴射弁16の作動制御を行うようにしている。The detection signals (intake air amount signal ISa, intake air temperature signal ISt, throttle valve opening signal IS
h, intake negative pressure signal ISb, cooling water temperature signal ISs, air-fuel ratio signal I
So, the engine speed signal ISn)
Entered as 0. The controller 30 has an input / output port 31, a ROM 32, a RAM 3
And a CPU 34, and the controller 30 controls the operation of the fuel injection valve 16.
次に、燃料噴射弁16の具体的構成を第２図に詳示す
る。該燃料噴射弁16は、内部に、上記コントローラ30か
ら送信される制御信号（噴射パルス）に応じた量の燃料
量を噴射供給する燃料供給部16aと、該燃料供給部16aか
ら供給された燃料量の燃焼室２への供給及びその停止を
制御する供給制御部16bとからなる。前者の燃料供給部1
6aは、第１図に示す如く、燃料噴射ポンプ35を介設した
燃料供給管36を経て燃料タンク37に連通接続されてい
る。Next, a specific configuration of the fuel injection valve 16 is shown in detail in FIG. The fuel injection valve 16 has therein a fuel supply unit 16a for injecting an amount of fuel according to a control signal (injection pulse) transmitted from the controller 30, and a fuel supplied from the fuel supply unit 16a. And a supply control unit 16b for controlling the supply of the quantity to the combustion chamber 2 and the stop thereof. The former fuel supply unit 1
As shown in FIG. 1, 6a is connected to a fuel tank 37 via a fuel supply pipe 36 interposed with a fuel injection pump 35.
一方、第２図において、後者の供給制御部16bには、
その中芯部に、上記燃料供給部16aの軸芯の延長線上に
燃料噴射通路16cが穿設されていて、該燃料噴射通路16c
の後端部は上記燃料供給部16aの先端部に臨み、先端部
は燃焼室２に臨んでいる。而して、該燃料噴射通路16c
により、上記燃料供給部16aから供給される燃料を該燃
料供給通路16cを経て燃焼室２に噴射して、この燃料量
を点火プラグ15周りに供給するようにしている。On the other hand, in FIG. 2, the latter supply control unit 16b includes:
A fuel injection passage 16c is formed in the center of the fuel injection passage 16c on an extension of the axis of the fuel supply portion 16a.
The rear end faces the front end of the fuel supply section 16a, and the front end faces the combustion chamber 2. Thus, the fuel injection passage 16c
Thus, the fuel supplied from the fuel supply section 16a is injected into the combustion chamber 2 through the fuel supply passage 16c, and the fuel amount is supplied around the ignition plug 15.
また、上記供給制御部16bには、燃料噴射通路16cの後
端部にて、燃料供給部16aの軸芯と所定の狭い角度で交
差する各圧エア通路16dが開口していて、該加圧エア通
路16dは、第１図に示す如く、加圧エア吸入空気量通路3
8を介して加圧エアの蓄圧タンク39が連通接続され、該
蓄圧タンク39には、上記エアフローセンサ21の上流側の
吸気通路５に連通する空気導入通路40に介設した空気ポ
ンプ41の作動により加圧エアが蓄積される。Further, in the supply control unit 16b, at the rear end of the fuel injection passage 16c, each pressure air passage 16d that intersects with the axis of the fuel supply unit 16a at a predetermined narrow angle is opened, The air passage 16d is, as shown in FIG.
A pressure accumulation tank 39 for pressurized air is connected to the pressure accumulation tank 39 via an air passage 8, and an operation of an air pump 41 provided in an air introduction passage 40 communicating with the intake passage 5 upstream of the air flow sensor 21 is connected to the pressure accumulation tank 39. Pressurized air is accumulated.
さらに、第２図において、燃料噴射通路16cの先端部
は、斜め外方に開く形状に形成され、この先端開口部16
c1は、上記点火プラグ15に指向するように位置決めされ
る。Further, in FIG. 2, the tip of the fuel injection passage 16c is formed so as to open obliquely outward.
c 1 is positioned so as to be directed to the ignition plug 15.
また、上記燃料噴射通路16cの先端部には、上記先端
開口部16c1を開閉して燃料供給通路16cを開閉する制御
弁16eが配置されている。該制御弁16eは、上記先端開口
部16c1を開閉するポペット弁16fを備え、該ポペット弁1
6fは、先端開口部16c1に離着座する弁体16f1と、該弁体
16f1を着座方向に付勢するスプリング16f2とを有する。
また、ポペット弁16fの弁体16f1の後端部には、中空形
状の押圧部材16gが配置されていると共に、該押圧部材1
6gの外方には該押圧部材16gを電磁力で前後方向に移動
させる励磁コイル16hが配置されている。而して、励磁
コイル16hの通電時には、電磁力で押圧部材16gを前方に
移動させてポペット弁161fの弁体16f1をそのスプリング
16f2の付勢力に抗して離座させてポペット弁16fを開作
動させ、このことにより燃料供給通路16cを開いて燃料
又は混合気を該先端開口部16c1から噴出させて、この燃
料又は混合気を燃焼室２に噴射供給する一方、励磁コイ
ル16hの非通電時には、ポペット弁16fの弁体16f1をその
スプリング16f2の付勢力でもって押圧部材16gと共に後
方に移動させて着座させてポペット弁16fを閉作動さ
せ、燃料供給通路16cの先端開口部16c1を閉じて、燃焼
室２への燃料の噴射供給を停止するように構成されてい
る。Further, the tip portion of the fuel injection passage 16c, the control valve 16e for opening and closing the fuel supply passage 16c to open and close the distal opening 16c 1 are disposed. The control valve 16e is provided with a poppet valve 16f for opening and closing the tip opening 16c 1, the poppet valve 1
6f is a valve body 16f 1 to away seated on the distal end opening portion 16c 1, the valve body
And a spring 16f 2 that urges the 16f 1 in the seating direction.
Further, the rear end of the valve body 16f 1 of the poppet valve 16f, the pressing member 16g of the hollow shape is disposed, the pressing member 1
An excitation coil 16h that moves the pressing member 16g in the front-rear direction by electromagnetic force is disposed outside of 6g. And Thus, when electric power is applied to the exciting coil 16h, the spring the valve element 16f 1 of the poppet valve 161f by moving the pressing member 16g forward by electromagnetic force
16f is unseated against the biasing force of 2 to opening operation of the poppet valve 16f to and open the fuel supply passage 16c is ejected fuel or fuel mixture from the distal end opening 16c 1 Thus, the fuel or while inject and supply the gas mixture to the combustion chamber 2, when electric power is applied to the exciting coil 16h, and is seated by moving backward the pressing member 16g has a valve element 16f 1 of the poppet valve 16f by the biasing force of the spring 16f 2 the poppet valve 16f is closing operation, closing the front end opening 16c 1 of the fuel supply passage 16c, and is configured to stop the injection supply of fuel to the combustion chamber 2.
而して、上記制御弁16eは、第３図に示す燃料噴射タ
イミング特性図において記号Ａで示す如く、吸気行程の
前半の吸気の流れが小さい（好ましくほとんど無い）吸
気流量の少ない所定時にコントローラ30により開制御さ
れて、少量の燃料を燃焼室２の点火プラグ15周りに供給
すると共に、吸気行程の後半の吸気の流れの大きい吸気
流量の多い所定時には、同図に記号Ｂで示す如くコント
ローラ30により同様に開制御されて、上記吸気行程前半
での燃料供給量よりも多量の燃料を燃焼室２の点火プラ
グ15周りに供給するものである。Thus, as shown by the symbol A in the fuel injection timing characteristic diagram shown in FIG. 3, the control valve 16e controls the controller 30 at a predetermined time when the intake air flow is small (preferably almost not) in the first half of the intake stroke and the intake flow rate is small. To supply a small amount of fuel around the spark plug 15 of the combustion chamber 2, and at a predetermined time when the intake air flow is large and the intake air flow is large in the latter half of the intake stroke. In the same way, the fuel is supplied to the combustion chamber 2 around the ignition plug 15 in a larger amount than the fuel supply amount in the first half of the intake stroke.
上記制御弁16eの具体的な作動制御は、第４図に示す
如く、吸気行程の後半の所定時にポペット弁16fが開制
御されると共に、このポペット弁16fの開時にて燃料供
給部16aが開（作動）制御されて、該燃料供給部16aから
供給される燃料を加圧エアでもって燃料供給通路16cの
先端開口部16c1から燃焼室２に噴射供給する。而して、
ポペット弁16fの閉制御後は、燃料供給部16aを微小時間
の間だけ開（作動）制御して、その供給された燃料を燃
料供給通路16cの先端開口部16c1に溜めておき、この状
態で、次の吸気行程前半にてポペット弁16fのみを開制
御して、上記先端開口部16c1に溜った燃料を加圧エアで
燃焼室２の点火プラグ周りに供給するようにしている。As shown in FIG. 4, the specific operation control of the control valve 16e is such that the poppet valve 16f is controlled to open at a predetermined time in the latter half of the intake stroke, and the fuel supply section 16a is opened when the poppet valve 16f is opened. (operation) is controlled, the injection are fed to the combustion chamber 2 of the fuel supplied from the fuel supply unit 16a from the distal end opening portion 16c 1 of the fuel supply passage 16c with a pressurized air. Thus,
After closing control of the poppet valve 16f is opened fuel supply portion 16a only during the short time (operation) control to, Accumulate the supplied fuel to the distal end opening 16c 1 of the fuel supply passage 16c, the state in, only the poppet valve 16f in the next intake stroke first half-opening control to, and then supplied to the ignition plug around the combustion chamber 2 the fuel accumulated in the front end opening portions 16c 1 by pressurized air.
以上の構成により、吸気行程での燃料噴射を２回に分
けて、第１回目の燃料噴射により上記点火プラグ15周り
に過濃混合気を偏在させ、第２回目の燃料噴射により上
記点火プラグ15から離れた燃焼室２内空間に希薄混合気
層を形成するように、吸気行程前半の吸気の流れの少な
い所定時と、吸気行程後半の吸気流れの大きい所定時と
に分けて、燃料を燃焼室２の点火プラグ15周りに向けて
噴射するよう上記燃料噴射弁16を制御するようにした噴
射制御手段42を構成している。With the above structure, the fuel injection in the intake stroke is divided into two times, the rich mixture is unevenly distributed around the ignition plug 15 by the first fuel injection, and the ignition plug 15 is caused by the second fuel injection. In order to form a lean mixture layer in the internal space of the combustion chamber 2 distant from the combustion chamber 2, the fuel is divided into a predetermined time when the intake air flow is small in the first half of the intake stroke and a predetermined time when the intake air flow is large in the second half of the intake stroke. The fuel injection valve 16 is controlled so as to inject the fuel toward the ignition plug 15 of the chamber 2 around the injection plug 15.
したがって、上記実施例においては、吸気行程の前半
と後半とに２回に分けて燃料噴射が行われる。即ち、第
１回目の燃料噴射では、吸気行程前半の所定時に、燃料
噴射弁16のポペット弁16fが燃焼制御手段42で開制御さ
れて、その燃料供給通路16cの先端開口部16c1に溜った
燃料が加圧エアで加圧されつつ、燃焼室２の点火プラグ
15周りに向けて噴射される。而して、この燃料は、吸気
ポート5a部分を通過する時点では、該吸気ポート5aから
供給される吸気の流れが小さいので、第５図（イ）に示
す如く、ほぼそのまま直線的に流れて点火プラグ15周り
に供給されて、該点火プラグ15近傍の燃焼室２の癖面に
付着する。そして、その後は、時間経過と共に該点火プ
ラグ15の近傍で漸次霧化，拡散することになる。Therefore, in the above embodiment, the fuel injection is performed twice in the first half and the second half of the intake stroke. That is, in the first fuel injection during a predetermined early intake stroke poppet valve 16f of the fuel injection valve 16 is controlled open by the combustion control means 42, collected in the front end opening portion 16c 1 of the fuel supply passage 16c While the fuel is pressurized by pressurized air, the spark plug of the combustion chamber 2
Injected around 15. When the fuel passes through the intake port 5a, the flow of the intake air supplied from the intake port 5a is small, so that the fuel flows substantially straight as shown in FIG. 5 (a). It is supplied around the ignition plug 15 and adheres to the habit surface of the combustion chamber 2 near the ignition plug 15. Thereafter, as time passes, atomization and diffusion gradually occur near the spark plug 15.
また、第２回目の燃料噴射は、吸気行程前半で、再び
燃料噴射弁16が噴射制御手段42で作動制御されて、該燃
料噴射弁16から燃料が燃焼室２の点火プラグ15に向けて
噴射供給される。しかし、この場合には、吸気ポート5a
部分では吸気の流れが大きいので、この噴射された燃料
は、点火プラグ15に向かう過程で、同図（ロ）に示す如
く、吸気ポート5aからの吸気に押し流されてその燃料の
流れ方向が変化し、下方に押し曲げられて、吸気行程の
進行と共に燃焼室２の全体に均一に拡散することにな
る。In the second fuel injection, in the first half of the intake stroke, the operation of the fuel injection valve 16 is controlled again by the injection control means 42, and fuel is injected from the fuel injection valve 16 toward the ignition plug 15 of the combustion chamber 2. Supplied. However, in this case, the intake port 5a
Since the flow of the intake air is large in this portion, the injected fuel is swept away by the intake air from the intake port 5a as shown in FIG. Then, it is bent downward and diffuses uniformly throughout the combustion chamber 2 as the intake stroke progresses.
その結果、第１回目の燃料噴射で吸気行程前半に供給
された燃料が燃焼室２の点火プラグ15近傍に位置して過
濃混合気が該点火プラグ15近傍に偏在すると共に、第２
回目の燃料噴射で吸気行程後半に供給された燃料が燃焼
室２の全体に均一拡散して、点火プラグ15から離れた燃
焼室２内空間には稀薄混合気層が形成された状態に混合
気の成層化が良好に行れることになる。As a result, the fuel supplied in the first half of the intake stroke in the first fuel injection is located near the ignition plug 15 in the combustion chamber 2, the rich mixture is unevenly distributed near the ignition plug 15, and
The fuel supplied in the latter half of the intake stroke in the second fuel injection is uniformly diffused throughout the combustion chamber 2, and the air-fuel mixture is formed in a state where a lean air-fuel mixture layer is formed in the space inside the combustion chamber 2 away from the ignition plug 15. Can be satisfactorily stratified.
ここに、混合気の成層化は燃料噴射弁16からの２回の
燃料噴射により行われ、この各燃料噴射は共に低圧状態
の吸気行程中にて行われるので、従来の如く燃料噴射弁
16からの燃料を高圧状態の圧縮行程で噴射するものに比
べて、その燃料の圧力値を低く抑えることができる。し
たがって、燃料噴射ポンプ35や空気ポンプ41を低圧力用
のもので構成したり、燃料供給管36を低圧力に耐えれば
足りるもので構成でき、装置の小形化，低コスト化を図
ることができる。しかも、低圧力で燃料噴射できること
に伴い、燃料噴射系統の耐久性，信頼性の向上を図るこ
とができると共に、始動時にも、その始動を短時間で良
好に行うことができる。Here, the stratification of the air-fuel mixture is performed by two fuel injections from the fuel injection valve 16, and each of the fuel injections is performed during the intake stroke in a low pressure state.
The pressure value of the fuel can be suppressed lower than that in the case where the fuel from 16 is injected in the compression stroke in a high pressure state. Therefore, the fuel injection pump 35 and the air pump 41 can be configured with a low pressure, or the fuel supply pipe 36 can be configured with a structure sufficient to withstand a low pressure, and the size and cost of the device can be reduced. . In addition, since the fuel can be injected at a low pressure, the durability and reliability of the fuel injection system can be improved, and the start can be performed satisfactorily in a short time.
尚、上記実施例では、燃料噴射弁16として、燃料と共
に加圧エアをも供給し得る二流体式の燃料噴射弁で構成
したが、その他、燃料のみを供給する通常の燃料噴射弁
で構成してもよいのは勿論である。In the above embodiment, the fuel injection valve 16 is constituted by a two-fluid fuel injection valve capable of supplying pressurized air together with fuel, but is constituted by a normal fuel injection valve which supplies only fuel. Of course, it may be possible.
（発明の効果） 以上説明したように、本発明のエンジンの燃料噴射装
置によれば、燃焼室での混合気の成層化を行う場合、吸
気ポートからの吸気の流れの大小を利用し、燃焼室に配
置する燃料噴射弁を吸気行程中にその前半と後半とで２
回燃料噴射を行って、該燃料噴射弁からの燃料噴射を低
圧の状態で行いつつ、燃焼室の点火プラグ周りに過濃混
合気を偏在させると共に、点火プラグから離れた燃焼室
空間に希薄混合気層を形成しので、燃料噴射弁の駆動装
置や燃料供給管を低圧力用で足りる構成して、装置の小
形化，低コスト化、及び燃料噴射系の耐久性，信頼性の
向上を図りつつ、１つの燃料噴射弁により混合気の成層
化を良好に行うことができる。(Effect of the Invention) As described above, according to the fuel injection device for an engine of the present invention, when stratification of the air-fuel mixture in the combustion chamber is performed, the magnitude of the flow of the intake air from the intake port is used to perform combustion. During the intake stroke, the fuel injection valve arranged in the
The fuel injection from the fuel injection valve is performed at a low pressure while the rich mixture is unevenly distributed around the ignition plug of the combustion chamber, and the lean mixture is injected into the combustion chamber space away from the ignition plug. Since a gas layer is formed, the driving device for the fuel injection valve and the fuel supply pipe can be configured for low pressure, thereby reducing the size and cost of the device, and improving the durability and reliability of the fuel injection system. Moreover, stratification of the air-fuel mixture can be favorably performed by one fuel injection valve.
図面は本発明の実施例を示し、第１図は全体概略構成
図、第２図は燃焼室に配置する燃料噴射弁の具体的構成
を示す要部断面図、第３図は噴射タイミング特性を示す
図、第４図は燃焼室に配置する燃料噴射弁の燃料供給部
とポペット弁との時間的な作動関係を示す図、第５図
（イ）及び（ロ）は各々作動説明図である。 １……エンジン、２……燃焼室、5a……吸気ポート、15
……点火プラグ、16……燃料噴射弁、16a……燃料供給
部、16c……燃料供給通路、16c1……先端開口部、16e…
…制御弁、16f……ポペット弁、30……コントローラ、4
2……噴射制御手段。BRIEF DESCRIPTION OF THE DRAWINGS The drawings show an embodiment of the present invention. FIG. 1 is an overall schematic configuration diagram, FIG. FIG. 4 is a diagram showing a temporal operation relationship between the fuel supply unit of the fuel injection valve arranged in the combustion chamber and the poppet valve, and FIGS. 5A and 5B are explanatory diagrams of the operation, respectively. . 1 ... engine, 2 ... combustion chamber, 5a ... intake port, 15
... Ignition plug, 16 ... Fuel injection valve, 16a ... Fuel supply unit, 16c ... Fuel supply passage, 16c 1 ... Open end, 16e ...
… Control valve, 16f …… Poppet valve, 30 …… Controller, 4
2. Injection control means.
フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｆ０２Ｄ 41/34 Ｆ０２Ｄ 41/34 Ｆ Continued on the front page (51) Int.Cl. 6 Identification code FI F02D 41/34 F02D 41/34 F
Claims (1)
在するよう燃料を噴射するエンジンの燃料噴射装置であ
って、 上記燃焼室の点火プラグに対し、該点火プラグとにより
吸気ポートを挟む位置に臨み、燃料噴射方向が上記点火
プラグの方向となるように、燃料を噴出する先端開口部
を上記点火プラグへ指向させた燃料噴射弁を備えるとと
もに、 吸気行程での燃料噴射を２回に分けて、第１回目の燃料
噴射により上記点火プラグ周りに過濃混合気を偏在さ
せ、第２回目の燃料噴射により上記点火プラグから離れ
た燃焼室空間を希薄混合気層を形成するように、吸気行
程前半の吸気流れの少ない所定時と、吸気行程後半の吸
気流れの大きい所定時とに分けて燃料を噴射するよう上
記燃料噴射弁を制御する噴射制御手段と を備えたことを特徴とするエンジンの燃料噴射装置。1. A fuel injection device for an engine for injecting fuel such that a rich mixture is unevenly distributed around a spark plug of a combustion chamber, wherein an intake port is connected to the ignition plug of the combustion chamber with the ignition plug. A fuel injection valve having a tip opening for injecting fuel directed toward the ignition plug so that the fuel injection direction is in the direction of the ignition plug so as to face the sandwiching position, and the fuel injection during the intake stroke is performed twice. So that the rich mixture is unevenly distributed around the spark plug by the first fuel injection, and a lean mixture layer is formed in the combustion chamber space away from the spark plug by the second fuel injection. Injection control means for controlling the fuel injection valve so as to inject fuel separately at a predetermined time when the intake flow is small in the first half of the intake stroke and at a predetermined time when the intake flow is large in the second half of the intake stroke. Fuel injection system of the engine to be.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63093239A JP2748322B2 (en) | 1988-04-15 | 1988-04-15 | Engine fuel injection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63093239A JP2748322B2 (en) | 1988-04-15 | 1988-04-15 | Engine fuel injection device |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9291936A Division JP2915382B2 (en) | 1997-10-24 | 1997-10-24 | Engine fuel injection device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01267328A JPH01267328A (en) | 1989-10-25 |
| JP2748322B2 true JP2748322B2 (en) | 1998-05-06 |
Family
ID=14076976
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63093239A Expired - Fee Related JP2748322B2 (en) | 1988-04-15 | 1988-04-15 | Engine fuel injection device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2748322B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6659075B1 (en) | 1999-06-11 | 2003-12-09 | Hitachi, Ltd. | Cylinder injection engine and method of combusting engine |
| US6722340B1 (en) | 1999-06-11 | 2004-04-20 | Hitachi, Ltd. | Cylinder injection engine and fuel injection nozzle used for the engine |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6390059B1 (en) | 1998-06-22 | 2002-05-21 | Hitachi, Ltd. | Cylinder-injection type internal combustion engine, method of controlling the engine, and fuel injection nozzle |
| US6782869B2 (en) * | 2002-08-30 | 2004-08-31 | Hewlett-Packard Development Company, L.P. | Fuel delivery system and method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5934039U (en) * | 1983-06-22 | 1984-03-02 | 株式会社日本自動車部品総合研究所 | Internal combustion engine fuel supply system |
-
1988
- 1988-04-15 JP JP63093239A patent/JP2748322B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6659075B1 (en) | 1999-06-11 | 2003-12-09 | Hitachi, Ltd. | Cylinder injection engine and method of combusting engine |
| US6722340B1 (en) | 1999-06-11 | 2004-04-20 | Hitachi, Ltd. | Cylinder injection engine and fuel injection nozzle used for the engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01267328A (en) | 1989-10-25 |
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