JPH0331573A - Controller for engine - Google Patents

Abstract

PURPOSE:To shorten the length of a fuel pipe by feeding fuel into all the cylinders of the left bank, a part of the cylinders on the center bank and all the cylinders of the right bank and the rest cylinders of the center tank through the first and second pipes each of which has a nearly U-figure shape, in a W-type engine. CONSTITUTION:A W-type engine consists of the right and left banks 3 and 4 in inclination by 60 deg. on the right and left sides for a center bank 2 which extends along a vertical plane, and a fuel distributing pipe 100 for feeding fuel into all the cylinders 10k, 10h, 10e, and 10b of the right bank 3 and a part of the cylinders 10d and 10j of the center bank 2 is installed. Further, a fuel distributing pipe 101 for feeding fuel into all the cylinders 10l, 10i, 10f, and 10c of the left bank 4 and the residual cylinders 10a and 10g of the center bank 2 is installed. The fuel in a fuel tank 105 is distribution-supplied into each distribution pipe 100, 101 from a fuel pump 104, and after the excessive fuel is converged, said fuel is returned into the fuel tank 105 through a pressure regulator 102 and a filter 103.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an engine control device having a pipe for supplying fuel to a W-type engine, and particularly to an engine control device having a pipe for supplying fuel to a W-type engine. The present invention relates to an engine control device that achieves both.

(Prior art) In order to achieve both high engine output and compact engine body, the ■ type engine was commercialized, and the W type engine was commercialized.
type engine (LISP2,722°923) has also been proposed. In this W-type engine, the left and right banks intersect with the center bank at an angle of approximately 60 degrees with the center bank in between.

Looking at the fuel supply to each cylinder of these multi-cylinder engines, especially the arrangement of the fuel supply pipes, for example,
In No. 258126, a single passage runs from the fuel inlet to the pressure regulator.

(Problem to be Solved by the Invention) In a multi-bank engine, the fuel supply pipe passes through the spaces between the banks. However, since this space is sandwiched between banks, engine heat is trapped in this space, and from the perspective of preventing the fuel from heating up more than necessary, the length of the part of the supply pipe sandwiched between banks must be It is desirable to keep it as short as possible.

This shortening is achieved by installing a fuel supply pipe for each bank.
This is possible by providing a fuel inlet, pressure regulator, and outlet for each pipe. However, providing a pressure regulator for each bank is undesirable because the fuel pressure becomes uneven between banks.In other words, even in a multi-bank engine, it is better to have one pressure regulator.

On the other hand, the cylinder and the pipe are connected by a fuel injection valve, and when this valve is opened, the fuel from the pipe is sucked into the cylinder via the injection valve and the intake boat. Since it is fixed, it vibrates along with the cylinder as well as the engine vibration.Furthermore, the fuel pipe is not fixed to the cylinder side, so currently it is integrated with the injection valve that is fixed and integrated with the cylinder. The pipe is connected with a spring-like material, and the spring presses the pipe against the injection valve, which serves both as a seal between the pipe and the valve and as a fixation of the pipe.For this reason, Engine vibration causes the injection valve and pipe to vibrate independently, so when passing the fuel pipe between banks, it is necessary to
It is not possible to install multiple injection valves to supply fuel from a single pipe to both banks of cylinders that sandwich this pipe. This is because if the pipe and cylinder vibrate independently together with engine vibration, the fuel seal between the injector of one bank and the pipe will be broken depending on the direction of vibration.

Therefore, the present invention was proposed in order to eliminate the drawbacks of the conventional examples described above, and it is possible to shorten the total length from the inlet to the outlet of the fuel pipe passing inside the bank in a multi-bank engine such as the W type. The present invention proposes an engine control device that simultaneously achieves the unification of fuel pressure adjustment means such as a pressure regulator and the prevention of fuel leakage.

(Means and operations for achieving the object) The configuration of the present invention for achieving the above object is to provide an engine in which the cylinders of the center bank and the cylinders of the left and right banks are arranged in a W-shape. For distributing fuel to the cylinders and the first group of cylinders in the center bank, a first pipe arranged in a roughly U-shape and a second pipe arranged in a roughly U-shape to all cylinders in the right bank and the remaining second group in the center bank.
a second pipe arranged in a generally U-shape for distributing fuel to the groups of cylinders; 1. The other end of each of the second pipes is characterized as a fuel inlet.

According to this configuration, fuel can be supplied to the gold cylinder with the two first pipes and the second pipe, but the first pipe and the second pipe can supply fuel to the metal cylinder.
Since the second pipes are gathered at the fuel pressure adjusting means near the central bank, the distance between them can be minimized, and the fuel pressure adjusting means can be unified. Furthermore, the first. Second
Since the pipe is also approximately U-shaped, it can follow the vibrations of the engine, making it possible to securely fix and seal the pipe at the same time.

Further, in the second aspect of the invention, fuel injection valve means is provided between the pipe and each cylinder, and when these valve means drive one cylinder at a time in a predetermined order, the first fuel injection valve means is provided between the pipe and each cylinder. At least one of the cylinders in the group and the second group is characterized in that the injection order includes cylinders separated in time, so that between the cylinders in the first group, the injection occurring in the fuel pipe The influence of pulsation on other cylinders in the same group is minimized.

(Example) Hereinafter, with reference to the accompanying drawings, an example in which the present invention is applied to a fuel injection type W-type engine will be described.

<Structure of W-type engine> In FIG. 2, reference numeral 1 denotes a W-type 12-cylinder engine according to an embodiment of the present invention, and this engine 1 has three banks, left, right, and central, extending in the longitudinal direction (crankshaft direction). It has 2-4. Further, this engine l includes a cylinder block 5 and each bank 2 to 4 of the cylinder block 5.
The basic components include three cylinder heads 6 to 8 joined to the upper surface of the cylinder block 5, and four crank pins 9a, 9a are provided at the lower end of the cylinder block 5.

... (only one is shown) is rotatably supported.

The central bank 2 extends along the vertical plane, and the left bank 4 is located on the left side (right side in FIG. 2) of the central bank 2.
The right bank 3 is inclined 60'' to the right (to the left).The central bank 2 has the first cylinder 10a, the fourth cylinder 10d, and the seventh cylinder in order from the front side (left side in Fig. 3A). Four cylinders are formed: 10g and a first O cylinder 10J.

Similarly, the right bank 3 has a second cylinder 10b1 and a fifth cylinder.
Cylinder 10e1 8th cylinder 10h and 11th cylinder 10-4
There are 3 cylinders 10c, 6th cylinder 10f, 9th cylinder 1O1 and 12th cylinder 1OI2 in left bank 4.
Four cylinders are formed respectively. Each cylinder 1
A piston 11 is fitted in 0a=1012 so as to be able to reciprocate, and this piston 11 is connected to the crankshaft 9 via a connecting rod 12. In that case, the first cylinder 10a to the third cylinder 10c located at the front end of each bank 2 to 4 are grouped together, and the pistons 11 and 1 therein are grouped together.
1. Connecting rod 12. connected to 12. ...
are connected in series to the crank pin 9a at the front end of the crankshaft 9. Although not shown, similarly,
4th cylinder 10 located second from the front of each bank 2 to 4
d to the pistons 11, 11 in the sixth cylinder 10f. ... is the second crank bin 9a from the front of the crankshaft 9
, and the 7th bank located third from the front of each bank 2 to 4.
Pistons 11.11 in cylinders 10g to 9th cylinder 10i.
... is the third crank bin 9a from the front of the crankshaft 9, and the pistons 11 in the first O cylinder 10J to the 12th cylinder lOβ located fourth from the front (rear end),
11. ... is the fourth from the front of crankshaft 9 (
rear end) are respectively connected to the crank bin 9a. And such pistons 11, 11 . ... and the crankshaft 9, as shown in FIG. is also relatively displaced toward the front.

Each of the cylinder heads 6 to 8 has cylinders 10a to 102.
A spark plug 13 is attached to ignite the intake air in the internal combustion chamber. Further, each cylinder head 6 to 8 has a downstream end that constitutes a part of the intake passage, and a downstream end of each cylinder ZOa-10β.
Intake bow facing the internal combustion chamber) 15, 15. ... constitutes a part of the exhaust passage, and the upstream end is connected to each cylinder 10a-101.
Exhaust bow facing the internal combustion chamber) 17, 17. . . . is formed through it. The intake boats 15° 15, . . . of the cylinders 10c, 10f, 10i, 10j2 in the left bank 4 are located on the right side of the cylinder head 8 (the surface facing the center bank 2), and the exhaust boats 17, 17°, . * are opened on the left side, that is, on the outside of the engine l. On the other hand, each cylinder 10b, 10e in the right bank 3
, loh, intake boat to 10 15.15. ... is the left side of the cylinder head 7 (the surface facing the center bank 2)
, exhaust port 17.17. . . . are opened on the right side, that is, on the outside of the engine l.゛Also, -
As shown in FIGS. 2 and 3, among the cylinders 10a, lod, 10g, and 10j in the central bank 2, the first cylinder 10a and the tenth cylinder 10j located at the front and rear ends of the bank 2
The intake boat 1 bow, 15 is on the left side of the cylinder head 7 (the surface facing the left bank 4), and the exhaust boat 17.17
The fourth cylinder 10d and the seventh cylinder l are respectively opened on the right side surface (the surface facing the right side bank 3), and the fourth cylinder 10d and the seventh cylinder l are located between the front and rear.

The intake boat 1'5.
．． 17 are respectively opened on the left side surface (the surface facing the left bank 4). That is, the exhaust passage and intake passage communicating with the four cylinders 10a, 10d, 10g, and IOJ of the central bank 2 extend in opposite directions from the center of the bank 2. 16 is an intake valve that opens and closes the downstream end of the intake boat 15, and 18 is an exhaust valve that opens and closes the upstream end of the intake boat 17.

This W-type engine will be further explained with reference to FIG. In FIG. 3, the upper part of the page is the front of the engine, so the left bank is located on the left side of the page, and the right bank is located on the right side of the page. Figure 3 shows the intake system to the 12 cylinders and the 12
In Figure 0, which shows the exhaust system from the cylinders, 19 to 23 are surge tanks.

The intake system will be explained.

In the space between the center bank 2 and the right bank 3, three right sub-surge tanks 19 to 21, which extend parallel to each other in the crankshaft direction, are arranged side by side in the left-right direction. These surge tanks 19 to 21 are formed by partitioning the interior of one hollow container extending in the direction of the crankshaft by two partition walls 25 and 26, and each front end is closed. As shown in FIG. 3, among these sub-surge tanks 19 to 21, the surge tank 19 at the center on the left and right is filled with intake bows 15 for the second cylinder 10b and the eleventh cylinder 10 in the right bank 3.
b, 15k, the leftmost surge tank 21 contains the intake boats 15e, 15h of the fifth cylinder 10e and the eighth cylinder 10h in the same bank 4, and the rightmost surge tank 20 contains the fourth cylinder in the center bank 2. Intake boats 15d and 15g of the cylinder 10d and the seventh cylinder 10g are connected, respectively.

On the other hand, three left sub-surge tanks 22 to 24 having the same structure as the right surge tanks 19 to 21 are arranged between the center bank 2 and the left bank 4. “In the surge tank 22 in the center, each intake boat 15c of the third cylinder 10c and the 12th cylinder 1OI2 in the left bank 4 is provided.
, 15I2, and the intake boats 15f and 151 of the 6th cylinder 10f and 9th cylinder lot in the same bank 4 are placed in the rightmost surge tank 23, and the 1st cylinder in the center bank 2 is placed in the leftmost surge tank 24. 10a and each intake boat 15a of the first O cylinder 10j.

15J are connected to each.

On the rear side of each of the cylinder heads 6 to 8, that is, on the opposite side to the direction of displacement of the central bank 2 with respect to the left and right banks 3 and 4, each of the subsurge tanks 19 to 24 and an intake manifold 27 connected thereto, 27. . . . A main surge tank 29 is disposed as an intake air collecting section for distributing intake air to. The surge tank 29 is an arc-shaped hollow container extending substantially left and right along the arrangement direction of the cylinder heads 6 to 8, and has an opening (not shown) formed in the left and right center portions of the rear surface.

This opening is connected to the air cleaner 36 (
(not shown).

The main surge tank 29 is independently connected to each of the sub-surge tanks 19-24. This main surge tank 29 and each sub surge tank 1
A variable intake mechanism 41 is disposed between the intake passages 9 and 24 to change the cross-sectional area of the intake passage therebetween into two levels, large and small. This variable intake mechanism has primary and secondary intake passages 42 and 43 that connect the main surge tank 29 and the sub-surge tanks 19 to 24 in parallel, and the passage stage area of the primary intake passage 42 is The secondary intake passage 43 is provided with a shatter valve 44 that opens and closes the intake passage 43. The variable intake mechanism 41 including the shatter valve 44 has a dynamic This dynamic supercharging is used to change the synchronized rotation speed of supercharging in two stages, but this dynamic supercharging is not particularly relevant to the present invention. yield to

The opening degree TVO of the throttle valve 40 is detected by the sensor 32.

The exhaust system will be explained.

In each of the banks 2 to 4, the exhaust passages of the cylinders having non-consecutive ignition timings are grouped together.

That is, the intake boat of each of the cylinders 10a to 10β is provided with an exhaust manifold 2 that constitutes a part of the exhaust passage.
8 are connected. As shown in FIG. 8, the third cylinder 10c and the twelfth cylinder 10g of the left bank 4 are
The downstream ends of the exhaust manifolds 28, 28 connected to the exhaust boats 17, 17, respectively, are grouped together.

Similarly, the downstream ends of the exhaust manifolds 28.28 that communicate with the sixth cylinder 10f and the ninth cylinder 10i, the downstream ends of the second cylinder manifolds 28.28 of the right bank 3, and the fifth cylinder 10e and the The downstream ends of the exhaust manifolds 28 and 28 that communicate with the 8 cylinders lOh have a structure of 0 or more that are assembled together, so that the exhaust passages of the cylinders in the left and right banks 3.4 extend to the outside of the banks 3.4 on both sides. has been done.

Further, the exhaust manifold 28 connected to the exhaust port 17 of the first cylinder 10a at the front end of the central bank 2 is connected to the lower part of the intake manifold 27, 27, etc. rearwardly in the space between the central bank 2 and the right bank 3. The rear end is located below the main surge tank 29. On the other hand, the first cylinder 10 is located at the rear end of the central bank 2.
The exhaust manifold 28 connected to the exhaust port 17 of the 10th cylinder 10j whose ignition timing is not consecutive to that of cylinder a is gathered in the middle of the exhaust manifold 28 that communicates with the exhaust port 17 of the first cylinder 10a.

In addition, the fourth cylinder 10 is located between the front and rear of the central bank 2.
Exhaust manifold 28 connected to exhaust port 17 of d
extends rearward below the intake manifolds 27, 27, . Further, the exhaust manifold 28 connected to the exhaust port 17 of the seventh cylinder log on the rear side of the fourth cylinder 10d is 0 or more collected in the middle of the exhaust manifold 28 communicating with the exhaust port 17 of the fourth cylinder 10d. Due to the structure of
0a, 10d.

The exhaust passage communicating with 10g and lOj is the first cylinder 10a.
and the 10th cylinder 10j, the 4th cylinder 10d, and the 7th cylinder l
og and extends to both the left and right sides of the central bank 2.

(Arrangement of Fuel Distribution Pipe) The above is a description of the configuration of the W-type engine to which the so-called sequential injection method of this embodiment is applied.

As explained in the prior art section, in an engine with multiple banks, the arrangement of the fuel distribution pipes is to minimize the distance between them and to prevent the fuel passing through the pipes from rising in temperature. - For running, there is a need to unify the number of pressure regulators, and to securely press the fuel flow pipe against the injector to ensure fixation of the injector and sealing of the fuel. The arrangement of fuel pipes, etc. shown in FIGS. 1A and 1B solves these demands all at once. The difference in arrangement between FIGS. 1A and 1B is simply due to the difference in firing order between the cylinders.

1A and 1B, 100 is a fuel distribution determined to supply fuel to the cylinder 10 on the right bank, 10h, 10e, 10b, and some cylinders 10d, 10j on the center bank. pipe (hereinafter simply abbreviated as dis pipe), and 101 indicates cylinders 10β, 10i, 1 on the left bank.
0f, 10c and some cylinders 10a in the center bank, Log
This is a dispipe designed to supply fuel to the Further, 102 is a well-known pressure regulator, 103 is a fuel filter, and 105 is a fuel pump. For the dispipe 100, the direction of fuel flow is 11l0h instant 10edl Ob<l to the cylinder 10.
Od#l Oj, and for dis pipe 101, cylinder 10j2mLOigs 10 f moment 10 c
ml Oa 110 g. That is, if we focus on the area around the engine where the heat generated by the engine affects the fuel, fuel will flow in from two points 200 and 201, pass through pipes 101 and 100, and
They are merged at position 2 and guided to the pressure regulator 102. If we pay attention to the above area, pipe 10
Since the lengths of O and 101 are approximately the same and are gathered at a position 202 near the central bank, it is possible to shorten the pipe distance and unify the number of pressure regulators at the same time. Furthermore, the pipe Zoo 101 has a substantially U-shape, and the above-mentioned fuel seal is also achieved at the same time. That is, for example, portion 100a of pipe 100 supplies fuel only to the center bank cylinders;
Since b supplies fuel only to the left bank, pipe 1
00. a can follow the vibration of the central bank, and the pipe 100
This is because b can follow the vibration of the left bank independently of the pipe 100a.

The numbers shown inside the cylinders in FIGS. 1A and 1B indicate the ignition order, that is, the fuel injection order. This is so-called sequential injection control. Each of these two drawings shows one example of the fuel injection order. That is, in the example of FIG. 1A, the injection order is: 10a side 10bII! 610c<10cl=>10e=
At 610f, 10g → 10h → 10i φ10j #10 faces 1012, and in the example in Figure 1B, 10 a rumor 10 A groan 1 Oe time 10 g #
10 f rumor fob → 10j instant 10c groan 10h → 10d in 10i out of 10.

Paying attention to the cylinder in the center bank in FIG. 1A, from the pipe 100, cylinder 10d (the fuel injection order is 4th)
and 10j (fuel injection order is 10th), and from pipe 101, fuel is supplied to cylinder 10a (fuel injection order is 10th).
(7th fuel injection order) and 10g (7th fuel injection order) are being supplied with fuel.

If you want to prevent the pulsation that occurs with the fuel injection in the dispipe l 00a or 101a from affecting the fuel injection to other cylinders, the injection order should be the farthest among all cylinders in the center bank. It is better to connect them to the same dispipe. In the example of FIG. 1A, the firing order of only the cylinders connected to the central bank pipe 101a is 10a (1st) - 610d (7th) = 610
a (1st) #... Therefore, the pulsations generated in the dispipe 101a due to cylinder injection in the center bank are at intervals of 6 cylinders.

Similarly, considering that the injection timings of the cylinders 10d and 10j connected to the dispipe 100a are the 4th and 10th injection timings, the pulsation caused by the central bank cylinder injection in the cylinder 100a is also at the shortest interval of 6 cylinders. It becomes. Conversely, for example, if cylinders 10a and 10d were connected to dispipe 101a, the pulsation interval at that time would be 3 cylinders at the shortest, which is more than 0. The connection arrangement between the cylinder and the dispipe is the best from the perspective of eliminating the effects of pulsation.

FIG. 1B is an example of the connection between the dispipe and the center bank cylinder in an engine that is different from the ignition order (injection order) shown in FIG. 1A. In the example of FIG. 1B as well, the interval between pulsations occurring in the dis-pipes 100a and 101a is six cylinders apart at the shortest, and the same effect as in the case of FIG. 1A can be expected.

(Modifications) The present invention can be modified in various ways without departing from the spirit thereof.

Incidentally, as a modification of the example shown in FIG. 1A, cylinders 10a and 10g
It is also possible to connect the cylinder 10a with the first injection order to the dis pipe 100a, but in that case, the cylinder 10a with the first injection order,
The cylinder 10b with the second injection order will be connected to the same dispipe 100, which is unfavorable from the viewpoint of pulsation.In other words, in the example of FIG. 1) and 10j (injection order is 7th) to the dis pipe l00a. In this case, two cylinders with consecutive injection orders, cylinder 10b (injection order is 6th) and cylinder 10j (injection order is 7th), are connected to the same dispipe 100.
Since the distance of the dis-pipe 100 connecting these two cylinders is long, the pulsation is attenuated by the conductance due to the length of the pipe, so there is no problem.

Further, in the above embodiment, a 12-cylinder W-type engine was applied, but in order to solve problems such as shortening the dispipe distance and unifying the pressure regulator, the present invention It can be very easily modified and applied to other W type engines (for example, 18 cylinders, 24 cylinders).

Further, although two examples of the ignition order in the 12-cylinder engine are shown in the above embodiment, other orders are also possible.

Also, various firing orders are possible for 18-cylinder and 24-cylinder engines. Even in these cases, from the viewpoint of avoiding the influence of pulsation, it is sufficient to connect the cylinders in the center bank with the farthest injection intervals to the same dispipe.

(Effects of the Invention) As explained above, according to the engine control device of the present invention, the length of the fuel distribution pipe can be minimized in areas where a lot of engine heat is generated, and the fuel pressure adjustment means such as the pressure regulator can be unified. At the same time, reliable fixation and sealing of the pipe is achieved.

Furthermore, according to the invention number in Item 2, in the case of a so-called sequential injection type engine, the influence of pulsation in the pipe that supplies fuel to the central bank affects the injection in other cylinders of the same central bank. This will solve the problem.

[Brief explanation of drawings]

1A and 1B are diagrams illustrating an example of the arrangement of a fuel dispipe in an engine control device to which the present invention is applied, and FIG. 2 is an illustration of an example of a W-type engine to which the control device of the embodiment is applied. Overall view, FIG. 3 is a diagram schematically showing the intake and exhaust system of the engine shown in FIG. 2. Injector, 32... Throttle sensor, 40...
・Throttle valve, 41... Variable intake mechanism, 42...
- Secondary intake passage, 43...Secondary intake passage, 44...Shutter valve, 100, 100a, 100b, 101.10
1 a, l O1b...fuel dispipe, 1
02...Pressure regulator, 103...Fuel filter, 104...Fuel pump, 105...Fuel tank.

Claims (2)

[Claims] (1) In an engine in which the cylinders in the center bank and the cylinders in the left and right banks are arranged in a W-shape, an approximately U-shaped cylinder is used to distribute fuel to all cylinders in the left bank and the first group of cylinders in the center bank. and a second pipe arranged in a substantially U-shape for distributing fuel to all the cylinders in the right bank and the remaining second group of cylinders in the center bank. The ends of both the first and second pipes near the center bank are 1
1. A control device for an engine, wherein the first and second pipes are assembled into two fuel pressure adjusting means, and the other end of each of the first and second pipes is a fuel inlet. (2) A fuel injection valve means is provided between the pipe and each cylinder, and when these valve means drive one cylinder at a time in a predetermined order, the first group and the second group 2. The engine control device according to claim 1, wherein at least one of the cylinders includes cylinders whose injection orders are temporally distant from each other.