JPH01262331A - Air-fuel ratio control mechanism of fuel injection equipment - Google Patents
Air-fuel ratio control mechanism of fuel injection equipmentInfo
- Publication number
- JPH01262331A JPH01262331A JP63092522A JP9252288A JPH01262331A JP H01262331 A JPH01262331 A JP H01262331A JP 63092522 A JP63092522 A JP 63092522A JP 9252288 A JP9252288 A JP 9252288A JP H01262331 A JPH01262331 A JP H01262331A
- Authority
- JP
- Japan
- Prior art keywords
- negative pressure
- fuel
- air
- valve
- slow system
- 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.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 102
- 238000002347 injection Methods 0.000 title claims abstract description 26
- 239000007924 injection Substances 0.000 title claims abstract description 26
- 239000002131 composite material Substances 0.000 claims abstract description 8
- 239000000203 mixture Substances 0.000 claims description 12
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 238000006073 displacement reaction Methods 0.000 claims description 2
- 238000005192 partition Methods 0.000 claims description 2
- 238000000034 method Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 4
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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
- F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
- F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
- F02M69/20—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air the device being a servo-motor, e.g. using engine intake air pressure or vacuum
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は空気流量に応した負圧に基づいて燃料噴射量を
制御する燃料噴射装置における混合気の空燃比側ｔｅｌ
Ｉａ横に関する。Detailed Description of the Invention [Industrial Application Field] The present invention relates to an air-fuel ratio side tel of a mixture in a fuel injection device that controls a fuel injection amount based on a negative pressure corresponding to an air flow rate.
Regarding Ia side.
この種の圧力バランス式燃料噴射装置として例えば本件
出願人が実願昭６３−１２２５４号を以って提案したも
のがあり、この装置の原理を第４図に基づいて説明する
。吸気通路１のベンチュリ部２に燃料制御部３が配設さ
れており、対向する一方の内壁に設けられた負圧レギュ
レータ４は開口５ａによってベンチュリ部２に連通ずる
負正室５が負圧ダイアフラム６によって大気室７と仕切
られており、他方の内壁に設けられた燃圧レギュレータ
８は、噴射口９ａをもってベンチュリ部２に開口する燃
料噴射室９と燃料ポンプから加圧された燃料が送り込ま
れる燃圧室ｌＯとが燃料ダイアフラム１１によって仕切
られており、また燃料噴射室９と燃圧室ｌＯとはメイン
ジェット１２を介して連通されている。そして、負圧ダ
イアフラム６と燃料ダイアフラム１１とを連結する連結
棒１３には噴射口９ａを開閉して燃料噴射室９内の燃料
を吸気通路１内へ噴射させ得るバルブ１３ａが形成され
ている。An example of this type of pressure-balanced fuel injection device is one proposed by the applicant in Utility Model Application No. 12254/1983, and the principle of this device will be explained with reference to FIG. 4. A fuel control section 3 is disposed in the venturi section 2 of the intake passage 1, and a negative pressure regulator 4 provided on one of the opposing inner walls has a negative positive chamber 5 that communicates with the venturi section 2 through an opening 5a, which is connected to a negative pressure diaphragm. A fuel pressure regulator 8 provided on the other inner wall is separated from an atmospheric chamber 7 by a fuel injection chamber 9 having an injection port 9a, and a fuel pressure regulator 8 is connected to a fuel injection chamber 9 that opens into the venturi portion 2 with an injection port 9a, and a fuel pressure regulator 8 into which pressurized fuel is sent from a fuel pump. A fuel diaphragm 11 partitions the fuel injection chamber 9 and the fuel pressure chamber 10, and the fuel injection chamber 9 and the fuel pressure chamber 10 communicate with each other via a main jet 12. The connecting rod 13 connecting the negative pressure diaphragm 6 and the fuel diaphragm 11 is provided with a valve 13a that can open and close the injection port 9a to inject the fuel in the fuel injection chamber 9 into the intake passage 1.
このような構成のもとでベンチュリ部３の空気流量に応
じた負圧が負圧室５内に導入されて負圧ダイアフラム６
が負圧室５側に変位せしめられると、バルブ１３ａが噴
射口９ａを開いて燃料が噴射されて燃料噴射室９内の圧
力が低下する。そして、負圧と大気圧の差圧とメインジ
ェット１２の前後の燃圧差による圧力とがバランスする
と、負圧ダイアフラム６と燃料ダイアフラム１１とにか
かる圧力がバランスし、この状態で混合気の空燃比が一
定に維持される。With this configuration, negative pressure corresponding to the air flow rate of the venturi section 3 is introduced into the negative pressure chamber 5 and the negative pressure diaphragm 6
When the fuel is displaced toward the negative pressure chamber 5, the valve 13a opens the injection port 9a, fuel is injected, and the pressure inside the fuel injection chamber 9 decreases. When the pressure difference between negative pressure and atmospheric pressure and the pressure due to the fuel pressure difference before and after the main jet 12 are balanced, the pressures applied to the negative pressure diaphragm 6 and the fuel diaphragm 11 are balanced, and in this state, the air-fuel ratio of the mixture is adjusted. remains constant.
第５図は、このような燃料制御部３の空気と燃料の流量
制御範囲を異ならせた、主にメインゾーンを制御するメ
イン系燃料制ｉＴＪ部１４と主にスローゾーンを制御す
るスロー系燃料制御部１５とを設け、広範囲に亘って混
合気の空燃比を制御せしめるようにした燃料噴射装置を
示すものであり、実願昭６３−１２２５４号等を以って
本件出願人により堤案されている。FIG. 5 shows a main system fuel control iTJ section 14 that mainly controls the main zone and a slow system fuel control section 14 that mainly controls the slow zone, in which the air and fuel flow rate control ranges of the fuel control section 3 are different. This shows a fuel injection device which is equipped with a control section 15 to control the air-fuel ratio of the air-fuel mixture over a wide range, and was proposed by the applicant in Utility Model Application No. 12254/1983. ing.
ところで、第４図において負圧室５に設けられていて負
圧ダイアフラム６を大気室７側に弾圧するスプリング１
６の荷重Ｗ、を両ダイアフラム６及び１１と連結棒１３
を含めたダイアフラムバルブＤＶ全体の重！ ｗ ｔ
と等しくした場合、例えばスローゾーンにおいて始動時
は空気流量が小さいために第６図（Ａ＞に示すように負
圧が発生せず、同図（Ｂ）に示すように空気流量の変化
に対して燃料流量が所定の一定空燃比を得るための目は
値に対して大きさＸのズレを生じてしまい、結局同図（
Ｃ）に示すように適正空燃比（Ａ／Ｆ）となるよう（中
流量以上）に合わせると、アイドリング１１時にＡ／Ｆ
がリーンとなってしまうという欠点があった。By the way, in FIG. 4, a spring 1 is provided in the negative pressure chamber 5 and presses the negative pressure diaphragm 6 toward the atmospheric chamber 7.
6 load W, both diaphragms 6 and 11 and connecting rod 13
The weight of the entire diaphragm valve DV including! wt
For example, when starting in the slow zone, the air flow rate is small, so negative pressure is not generated as shown in Figure 6 (A>), and as shown in Figure 6 (B), there is no negative pressure due to the change in air flow rate. In order to obtain a predetermined constant air-fuel ratio for the fuel flow rate, a deviation of size X occurs with respect to the value, and in the end, the same figure (
As shown in C), if you adjust the air-fuel ratio (A/F) to the proper air-fuel ratio (medium flow rate or higher), the A/F will change when idling at 11.
The disadvantage was that it became lean.
そこで、アイドリング状態から空燃比を目標値に一敗さ
せるために第４図に示されたスプリング１６のＡ 重Ｗ
＋ をダイアフラムバルブＤＶの重量Ｗ２より小さく
するか、又は第７図に示すように大気室７側に負圧ダイ
アフラム６を負圧室５側へＡ ｆｆｌ Ｗ ３ によっ
て弾圧する補正用スプリング１７と該スプリング１７の
荷重Ｗ、を調整する調整スクリュ１８とを設けるかして
、空気流量に封する負圧ダイアフラム６の作動を鋭敏に
し、これによって空気ｆＬｔの変化に対して燃料流量を
スローゾーンの初期からほぼ目４１１ａに達せしめるこ
とを可能にしく第８図（Ａ）） 、混合気の空燃比をア
イドリング時からほぼ目標値に制御することができる（
同図（Ｂ））ようにしたものがあった。Therefore, in order to bring the air-fuel ratio back to the target value from the idling state, the spring 16 shown in FIG.
+ is made smaller than the weight W2 of the diaphragm valve DV, or as shown in FIG. By providing an adjustment screw 18 that adjusts the load W of the spring 17, the operation of the negative pressure diaphragm 6 that seals the air flow is made more sensitive, thereby adjusting the fuel flow to the initial stage of the slow zone in response to changes in the air fLt. The air-fuel ratio of the air-fuel mixture can be controlled from idling to almost the target value (Fig. 8 (A)).
There was one that was made as shown in Figure (B)).
しかし、このような構成にすると負圧ダイアフラム６を
負圧室５側へ押圧する力が強いため、エンジンの停止時
においてもバルブ１３ａが開弁じたままの状態となって
燃料漏れが生じたり、或いは再始動時にエンジンキーを
ＯＮして燃料ポンプが作動した状態でエンジンが回転し
始める前に燃料が噴射口９ａから吐出してしまう等の不
具合があった０
本発明はこのような課題に鑑み、アイドリング時からス
ローゾーンにおける混合気の空燃比を一定に維持できる
ようにすると共に、エンジンの停止時や再始動時等にお
ける燃料の不必要な吐出を確実に防止できるようにした
燃料噴射装置の空燃比制御機構を提供することを目的と
する。However, with such a configuration, the force pushing the negative pressure diaphragm 6 toward the negative pressure chamber 5 is strong, so the valve 13a remains open even when the engine is stopped, resulting in fuel leakage. Alternatively, when restarting the engine, there have been problems such as when the engine key is turned on and the fuel pump is activated, fuel is discharged from the injection port 9a before the engine starts rotating.The present invention has been developed in view of these problems. , a fuel injection device that can maintain a constant air-fuel ratio of the air-fuel mixture in the slow zone from idling, as well as reliably prevent unnecessary fuel discharge when stopping or restarting the engine. The purpose is to provide an air-fuel ratio control mechanism.
本発明に係る燃料噴射装置の空燃比制御機構は、スロー
系燃料制御部とメイン系燃料制御部とを備えた燃料噴射
装置において、
エアバルブの下流側の負圧をスロー系ｊ！！！料制御部
の負圧室に導入させるスロー系負圧通路と、エアバルブ
の下流側の負圧とマニホールド負圧との合成負圧をスロ
ー系負圧通路に導入させるバイパス負圧通路と、前記合
成負圧のスロー系負圧通路への印加量を調整する調圧手
段とを備えていて、スロー系燃料制御部によってスロー
ゾーンにおける混合気の空燃比を一定に制御させるよう
にしたものである。The air-fuel ratio control mechanism for a fuel injection device according to the present invention is a fuel injection device that includes a slow system fuel control section and a main system fuel control section, and controls negative pressure on the downstream side of an air valve to the slow system j! ! ! a slow system negative pressure passage that introduces the negative pressure on the downstream side of the air valve and the manifold negative pressure into the negative pressure chamber of the air valve; a bypass negative pressure passage that introduces the composite negative pressure of the negative pressure downstream of the air valve and the manifold negative pressure into the slow system negative pressure passage; The system includes a pressure regulating means for adjusting the amount of negative pressure applied to the slow system negative pressure passage, and the slow system fuel control section controls the air-fuel ratio of the air-fuel mixture in the slow zone to be constant.
又、スロー系燃料制御部において、マニホールド負圧が
生じるまでは、バルブを閉弁させる圧力が、バルブを開
弁させる圧力より大きいか又は等しいように弾性部材が
配置されている。Further, in the slow system fuel control section, the elastic member is arranged so that the pressure that closes the valve is greater than or equal to the pressure that opens the valve until the manifold negative pressure is generated.
従って、エンジンの作動によってマニホールド負圧が発
生するとエアバルブの下流側の負圧と合成された合成負
圧として所定量がスロー系負圧通路に導入され、エアバ
ルブの下流側の負圧と再び合成された負圧がスロー系燃
料制御部の負圧室に印加されるので、この負王室内の負
圧が空気流量と比例し、混合気の空燃比を初期段階から
一定に制御できる。Therefore, when manifold negative pressure is generated due to engine operation, a predetermined amount of negative pressure is combined with the negative pressure on the downstream side of the air valve and introduced into the slow system negative pressure passage, and is combined again with the negative pressure on the downstream side of the air valve. Since the negative pressure inside the negative pressure chamber is applied to the negative pressure chamber of the slow system fuel control section, the negative pressure inside the negative chamber is proportional to the air flow rate, and the air-fuel ratio of the mixture can be controlled to be constant from the initial stage.
又、エンジンの停止時等にはバルブは十分な圧力で閉弁
されており、マニホールド負圧が発生するとバルブの作
動が鋭敏になる。Further, when the engine is stopped, etc., the valve is closed with sufficient pressure, and when negative pressure in the manifold is generated, the valve operation becomes sensitive.
以下、本発明の一実施例を第１図を中心に説明する。第
１図は第５図と同様な燃料噴射装置の概略断面図である
が、スロー系燃料制御部１５と吸気通路ｌ以外は省略さ
れている０図中、１９はヘンチュリ部２の下流側に設け
られたエアパルプ、２０はエアバルブ１９の下流側に設
けられたスロットルバルブ、２１はエアバルブ１９の最
小開度における開口部１９ａの下流側で吸気通路１に開
口しているスロー系負圧通路であって、エアバルブ１９
の下流側の空気流量に応じた負圧Ｐ１を負圧室５内に導
入せしめる。２１ａはスロー系負圧通路２１に設けられ
た絞り、２２は一端がスロットルバルブ２０の下流側で
吸気通路ｌに開口すると共に他端が絞り２１ａの下流側
でスロー系負圧通路２１に接続されているバイパス負圧
通路、２２ａはバイパス負圧通路２２に設けられた絞り
、２３は絞り２３ａを介してエアバルブ１９とスロー／
トルバルブ２０の間における吸気通路ｌとバイパス負
圧通路２２とを連通せしめる分岐バイパス負圧通路であ
って、マニホールド負圧Ｐ、をスロー系負圧通路２１に
導入せしめて負圧ダイアフラム６の変位を鋭敏にせんと
するものであるが、第２図に示すようにマニホールド負
圧Ｐ２は変化が大きすぎるので各絞り２２ａ、２３ａに
よって負圧Ｐ２とエアバルブ１９の下流側の負圧Ｐ１
とを絞ると共に両負圧Ｐ１ とＰ２を合成せしめて第一
の合成負圧Ｐ、としてバランスさせ且つスロー及びメイ
ンゾーンに亘って比較的安定せしめている（第２図参照
）、２４はバイパス負圧通路２２において分岐バイパス
負圧通路２３との連通部とスロー系負圧通路２１との接
続部の間に設けられた調圧手段即ちアジャストスクリュ
ーであって、第一の合成負圧Ｐ、のスロー系負圧通路２
１への印加量を調整する。２５は一端が噴射口９ａと接
続されていて他端がスロットルバルブ２０の下流側で吸
気通路１に開口するブリードエア通路２６に接続された
燃料吐出通路、２７は大気室７内に設けられていて負圧
ダイアフラム６を負圧室５側に弾圧する第一スプリング
、２Ｂは燃圧室１０内に設けられていて燃料ダイアフラ
ム１１を燃料噴射室９側に弾圧する第ニスプリングであ
る。そして、第一スプリング２７の荷重Ｗ、と第ニスプ
リング２８の荷重Ｗ４とについて次に示す関係を有する
ように構成せしめられている。即ち、エンジンの停止時
等において、
第一スプリング２７の荷重ＷＳ≦ダイアフラムバルブＤ
Ｖの重Ｉ ｗ ｔ ＋第ニスプリング２８のｍ重Ｗ４
−−−− （ｉ）であり、また
エンジンの作動時において第一の合成負圧Ｐ１がスロー
系負圧通路２１に印加されて負圧Ｐ、 と合成された
第二の合成負圧Ｐｂが負圧室５内に導入されて圧力Ｗ、
が生じると、第一スプリング２７の荷重Ｗ３ ＋第二の
合成負圧による圧力Ｗ、〉ダイアフラムバルブＤＶのｆ
ｆｉｌｗｚ ＋第ニスプリング２８の荷重ｗ４−−（ｉ
ｉ ）
となるように構成されている。An embodiment of the present invention will be described below with reference to FIG. FIG. 1 is a schematic sectional view of the fuel injection device similar to FIG. 5, but in FIG. 20 is a throttle valve provided on the downstream side of the air valve 19; 21 is a slow negative pressure passage that opens into the intake passage 1 downstream of the opening 19a at the minimum opening of the air valve 19; Air valve 19
A negative pressure P1 corresponding to the air flow rate on the downstream side of the negative pressure chamber 5 is introduced into the negative pressure chamber 5. Reference numeral 21a denotes a throttle provided in the slow system negative pressure passage 21, and 22 has one end opened to the intake passage l downstream of the throttle valve 20, and the other end connected to the slow system negative pressure passage 21 downstream of the throttle 21a. 22a is a throttle provided in the bypass negative pressure passage 22, and 23 is connected to the air valve 19 through the throttle 23a.
This branch bypass negative pressure passage connects the intake passage l and the bypass negative pressure passage 22 between the slow valve 20 and introduces the manifold negative pressure P into the slow system negative pressure passage 21 to prevent the displacement of the negative pressure diaphragm 6. However, as shown in FIG. 2, the manifold negative pressure P2 changes too much, so each throttle 22a, 23a reduces the negative pressure P2 and the negative pressure P1 downstream of the air valve 19.
24 is a bypass negative pressure. A pressure regulating means, ie, an adjustment screw, provided in the pressure passage 22 between the communication part with the branch bypass negative pressure passage 23 and the connection part with the slow system negative pressure passage 21, which controls the first synthetic negative pressure P. Slow system negative pressure passage 2
Adjust the amount of application to 1. 25 is a fuel discharge passage whose one end is connected to the injection port 9a and the other end is connected to a bleed air passage 26 that opens into the intake passage 1 on the downstream side of the throttle valve 20; and 27 which is provided in the atmospheric chamber 7. A first spring 2B that presses the negative pressure diaphragm 6 toward the negative pressure chamber 5 is a second spring that is provided in the fuel pressure chamber 10 and presses the fuel diaphragm 11 toward the fuel injection chamber 9. The load W of the first spring 27 and the load W4 of the second spring 28 are configured to have the following relationship. That is, when the engine is stopped, etc., the load of the first spring 27 WS≦diaphragm valve D
Weight of V I w t + m weight of second spring 28 W4
----- (i), and when the engine is operating, the first composite negative pressure P1 is applied to the slow system negative pressure passage 21, and the second composite negative pressure Pb is combined with the negative pressure P. Introduced into the negative pressure chamber 5, the pressure W,
occurs, the load W3 of the first spring 27 + the pressure W due to the second combined negative pressure, > f of the diaphragm valve DV
filwz + load of second spring 28 w4--(i
i).
本実施例は以上の構成を有しており、次にその作用を説
明する。The present embodiment has the above configuration, and its operation will be explained next.
まず、エンジン停止時においては負圧は発生しでいない
ので式（ｉ）の状態にあり、バルブ１３ａは閉弁状態に
維持されるために燃料漏れが生じることはない、そして
エンジンの始動によりマニホールド負圧が絞り２２ａを
介してバイパス負圧通路２２に導入されるが、初期には
スロットルバルブ２０は最小開度の状態にあってエアバ
ルブＩ９の開口部１９ａ、１９ｂを流れる空気流量が非
常に少なくて負圧Ｐ、は生じないが（第３図（Ａ））、
マニホールド負圧Ｐ□と合成されて第一の合成負圧Ｐ、
（第２図）が所装置だけスロー系負圧通路２１に印加さ
れ、初期段階から空気流量とほぼ比例する第二の合成負
圧Ｐｂ （第３図（Ａ））が負圧室５に導入される。First, when the engine is stopped, no negative pressure is generated, so the state of equation (i) is satisfied, and the valve 13a is maintained in the closed state, so no fuel leakage occurs, and when the engine is started, the manifold Negative pressure is introduced into the bypass negative pressure passage 22 via the throttle 22a, but initially the throttle valve 20 is at its minimum opening and the flow rate of air flowing through the openings 19a and 19b of the air valve I9 is very small. Although negative pressure P is not generated (Fig. 3 (A)),
Combined with the manifold negative pressure P□ to create a first combined negative pressure P,
(Fig. 2) is applied to the slow system negative pressure passage 21 only for the specified device, and a second synthetic negative pressure Pb (Fig. 3 (A)) that is almost proportional to the air flow rate is introduced into the negative pressure chamber 5 from the initial stage. be done.
このためにアイドリング時から弐（■）の状態となって
負圧ダイアフラム６の作動が鋭敏になり、初期段階から
第３図ＣＢ＞に示されたように混合気の空燃比をほぼ目
標値に制御せしめることができる。そして、スロットル
バルブ２０の開度が増大しても目標値の空燃比を維持で
きる。又、再始動時においてもエンジンキーをＯＮにし
て燃料ポンプが作動した状態でもエンジンが回転し始め
る前は、負圧が発生していないのでバルブ１３ａは閉弁
状態に維持せしめられる。As a result, the operation of the negative pressure diaphragm 6 becomes more sensitive during idling, and the air-fuel ratio of the air-fuel mixture reaches almost the target value from the initial stage, as shown in Figure 3 CB>. It can be controlled. Even if the opening degree of the throttle valve 20 increases, the air-fuel ratio at the target value can be maintained. Further, even when restarting the engine, even if the engine key is turned on and the fuel pump is operated, the valve 13a is maintained in the closed state because no negative pressure is generated before the engine starts rotating.
上記のように本実施例によれば、スローゾーンにおける
混合気の空燃比を初期段階からほぼ目標値に維持できる
と共に、エンジンの停止時等における燃料漏れを確実に
防止できる。又、構造も比較的簡単であり、スプリング
の荷重を調整する手段を用いていないのでフリクション
が発生せずヒステリシスが少なくて済む。As described above, according to this embodiment, the air-fuel ratio of the air-fuel mixture in the slow zone can be maintained at approximately the target value from the initial stage, and fuel leakage can be reliably prevented when the engine is stopped. Further, the structure is relatively simple, and since no means for adjusting the spring load is used, no friction occurs and hysteresis is reduced.
尚、本実施例ではエアバルブとして板バルブを用いたが
、ピストンバルブを用いても良いことは云うまでもない
。In this embodiment, a plate valve is used as the air valve, but it goes without saying that a piston valve may also be used.
又、本実施例では第ニスプリング２８を付加してバルブ
１３ａの閉弁力を強めるように構成したが、これに替え
て第ニスプリング２８を除去し、第一スプリング２７の
荷重を小さ（するようにしてバルブ１３３の閉弁力を強
めるように構成しても良い。Further, in this embodiment, the second spring 28 is added to strengthen the closing force of the valve 13a, but instead, the second spring 28 is removed to reduce the load on the first spring 27. The structure may be such that the closing force of the valve 133 is strengthened in this manner.
上述の如く、本発明に係る燃料噴射装置の空燃比側ｆｉ
１機構によれば、マニホールド負圧とエアバルブの下流
側の負圧との合成負圧の印加量を調圧手段で調整してス
ロー系負圧通路に導入せしめるようにしたスロー系燃料
制御部によって、スローゾーンにおける混合気の空燃比
を初期段階から一定に制御せしめると共にエンジンの停
止時等における燃料の不必要な吐出を確実に防止でき、
更に構造が比較的簡単でヒステリシスが少ないという多
くの利点を有する。As mentioned above, the air-fuel ratio side fi of the fuel injection device according to the present invention
According to the first mechanism, the slow system fuel control unit adjusts the applied amount of the composite negative pressure of the manifold negative pressure and the negative pressure on the downstream side of the air valve with a pressure regulating means and introduces it into the slow system negative pressure passage. , it is possible to control the air-fuel ratio of the mixture in the slow zone at a constant level from the initial stage, and also to reliably prevent unnecessary discharge of fuel when the engine is stopped, etc.
Furthermore, it has many advantages such as a relatively simple structure and low hysteresis.
第１図は本発明に係る燃料噴射装置の空燃比制御機構の
一実施例についての要部断面図、第２図は空気２ｉｔｌ
に対する各負圧の変化を示す図、第３図（Ａ）は第１図
の実施例における第二の合成負圧を示す図、（Ｂ）は混
合気の空燃比を示す図、第４図は従来装置の原理を示す
要部断面図、第５図は同じ〈従来装置の全体を示す概略
断面図、第６図（Ａ）乃至（Ｃ）は第４図の従来装置の
特性を示す図、第７図は第４図の従来装置を改良した装
置を示す概略断面図、第８図（Ａ）及び（Ｂ）は第７図
に係る装置の特性を示す図である。
Ｉ・・・・吸気通路、５・・・・負圧室、６・・・・負
圧ダイアフラム、１３ａ・・・・バルブ、１４・・・・
メイン系燃料制御部、１５・・・・スロー系燃料制御部
、１９・・・・エアバルブ、２０・・・・スロットルバ
ルブ、２１・・・・スロー系負圧通路、２２・・・・バ
イパス負圧通路、２３・・・・分岐バイパス負圧通路、
２４・・・・アシヤストスクリニー、２７・・・・第一
スプリング、２８・・・・第ニスプリング。
１−２図
才３図
−“コ；ミ、νし三ｔｔすづシ二
１Ｕ −一−スロｔソト１しハ゛ル丁聞（−空気二糺を
−＄入：ＡｔFIG. 1 is a sectional view of essential parts of an embodiment of the air-fuel ratio control mechanism of a fuel injection device according to the present invention, and FIG.
Figure 3 (A) is a diagram showing the second combined negative pressure in the embodiment of Figure 1, (B) is a diagram showing the air-fuel ratio of the air-fuel mixture, Figure 4 5 is a schematic sectional view showing the entire conventional device, and FIGS. 6(A) to (C) are diagrams showing the characteristics of the conventional device in FIG. 4. , FIG. 7 is a schematic sectional view showing a device improved from the conventional device shown in FIG. 4, and FIGS. 8(A) and (B) are diagrams showing characteristics of the device according to FIG. 7. I...Intake passage, 5...Negative pressure chamber, 6...Negative pressure diaphragm, 13a...Valve, 14...
Main system fuel control section, 15... Slow system fuel control section, 19... Air valve, 20... Throttle valve, 21... Slow system negative pressure passage, 22... Bypass negative Pressure passage, 23...branch bypass negative pressure passage,
24... Assist screen, 27... First spring, 28... Second spring. 1-2 Figure 3 Figure - "K; Mi, ν and 3tt Suzushi 2 1U - 1 - Slot t Soto 1 and Hole (-2 air holes - $ Input: At
Claims (2)
る負圧ダイアフラムと、該負圧ダイアフラムの変位に応
じて燃料の噴射口を開閉せしめるバルブを含む、スロー
系燃料制御部とメイン系燃料制御部とを備えた燃料噴射
装置において、 エアバルブの下流側の負圧を前記スロー系燃料制御部の
負圧室に導入せしめるスロー系負圧通路と、 前記エアバルブの下流側の負圧とマニホールド負圧との
合成負圧を前記スロー系負圧通路に導入せしめるバイパ
ス負圧通路と、 該バイパス負圧通路に設けられていて前記合成負圧のス
ロー系負圧通路への印加量を調整する調圧手段とを備え
ていて、 前記スロー系燃料制御部によってスローゾーンにおける
混合気の空燃比を一定に制御せしめるようにしたことを
特徴とする空燃比制御機構。(1) A slow system fuel control unit including a negative pressure diaphragm that partitions a negative pressure chamber into which negative pressure according to the air flow rate is introduced, and a valve that opens and closes a fuel injection port according to the displacement of the negative pressure diaphragm. a main system fuel control section; a slow system negative pressure passage that introduces negative pressure downstream of the air valve into the negative pressure chamber of the slow system fuel control section; and a negative pressure downstream of the air valve. a bypass negative pressure passage that introduces a composite negative pressure of the and manifold negative pressure into the slow system negative pressure passage; and a bypass negative pressure passage provided in the bypass negative pressure passage that controls the amount of the composite negative pressure applied to the slow system negative pressure passage. An air-fuel ratio control mechanism, comprising: a pressure regulating means for adjusting the air-fuel ratio, the air-fuel ratio of the air-fuel mixture in the slow zone being controlled to be constant by the slow system fuel control section.
負圧が生じるまでは、前記バルブを閉弁せしめる圧力が
、該バルブを開弁せしめる圧力よりも大きいか又は等し
いように弾性部材が配置されていることを特徴とする特
許請求の範囲（１）に記載の空燃比制御機構。(2) In the slow system fuel control section, an elastic member is arranged so that the pressure that closes the valve is greater than or equal to the pressure that opens the valve until manifold negative pressure is generated. The air-fuel ratio control mechanism according to claim (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63092522A JPH01262331A (en) | 1988-04-14 | 1988-04-14 | Air-fuel ratio control mechanism of fuel injection equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63092522A JPH01262331A (en) | 1988-04-14 | 1988-04-14 | Air-fuel ratio control mechanism of fuel injection equipment |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01262331A true JPH01262331A (en) | 1989-10-19 |
Family
ID=14056669
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63092522A Pending JPH01262331A (en) | 1988-04-14 | 1988-04-14 | Air-fuel ratio control mechanism of fuel injection equipment |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01262331A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0422270A1 (en) * | 1989-10-10 | 1991-04-17 | Mikuni Kogyo Kabushiki Kaisha | Air-fuel ratio control device for injection carburetors |
| EP0424565A1 (en) * | 1989-10-25 | 1991-05-02 | Mikuni Kogyo Kabushiki Kaisha | Air-fuel ratio control device for injection carburetors |
-
1988
- 1988-04-14 JP JP63092522A patent/JPH01262331A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0422270A1 (en) * | 1989-10-10 | 1991-04-17 | Mikuni Kogyo Kabushiki Kaisha | Air-fuel ratio control device for injection carburetors |
| EP0424565A1 (en) * | 1989-10-25 | 1991-05-02 | Mikuni Kogyo Kabushiki Kaisha | Air-fuel ratio control device for injection carburetors |
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