JPH0494434A - Fuel injection type engine - Google Patents
Fuel injection type engineInfo
- Publication number
- JPH0494434A JPH0494434A JP2211170A JP21117090A JPH0494434A JP H0494434 A JPH0494434 A JP H0494434A JP 2211170 A JP2211170 A JP 2211170A JP 21117090 A JP21117090 A JP 21117090A JP H0494434 A JPH0494434 A JP H0494434A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- fuel injection
- intake pipe
- combustion chamber
- injector
- 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.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 179
- 238000002347 injection Methods 0.000 title claims abstract description 90
- 239000007924 injection Substances 0.000 title claims abstract description 90
- 238000002485 combustion reaction Methods 0.000 claims abstract description 54
- 230000002000 scavenging effect Effects 0.000 abstract description 3
- 238000000889 atomisation Methods 0.000 abstract description 2
- 239000002828 fuel tank Substances 0.000 description 8
- 238000010586 diagram Methods 0.000 description 6
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 239000000498 cooling water Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/04—Two-stroke combustion engines with electronic control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】 この発明は、燃料噴射式エンジンに関するものである。[Detailed description of the invention] The present invention relates to a fuel injection engine.
［従来の技術］
例えば車両用エンジンにおいては、燃料制御の精度を向
上させ、或いは排気ガスの清浄化、低燃費等の観点から
燃料供給手段として、従来の気化器に代えて燃料噴射装
置を採用するものがある。[Prior Art] For example, in vehicle engines, a fuel injection device is used instead of a conventional carburetor as a fuel supply means in order to improve the accuracy of fuel control, purify exhaust gas, and improve fuel efficiency. There is something to do.
このような燃料噴射式エンジンには、例えば燃焼室燃料
噴射インジェクタを有し、燃焼室内に空気と燃料とを噴
射する燃焼室燃料噴射装置を設け、また吸気管に燃料を
噴射する吸気管燃料噴射インジェクタを設け、エンジン
の運転状態に応して燃焼室内噴射と吸気管内噴射とを制
御するものがある。この燃料制御の一例として、低回転
域では燃焼室燃料噴射装置を作動し、高回転域では燃焼
室燃料噴射装置と吸気管燃１噴射インジェクタとを併用
して作動するものが知られている。Such a fuel injection engine has, for example, a combustion chamber fuel injector, a combustion chamber fuel injection device that injects air and fuel into the combustion chamber, and an intake pipe fuel injection device that injects fuel into the intake pipe. Some engines are equipped with an injector and control combustion chamber injection and intake pipe injection depending on the operating state of the engine. As an example of this fuel control, it is known that a combustion chamber fuel injection device is operated in a low rotation range, and a combustion chamber fuel injection device and an intake pipe fuel injection injector are operated in combination in a high rotation speed range.
［発明が解決しようとする課題〕
ところで、このような燃料噴射式エンジンでは、始動時
の燃料噴射が問題であり、燃焼室内で空気及び燃料が一
定の圧力に達しないと着火しにくく、エンジンが始動し
にくい場合がある。特に、クランク軸の回転で作動する
機械式の空気ポンプ、燃料ポンプを使う場合は、始動時
には空気及び燃料が一定の圧力に達するのが遅く、エン
ジンがかかるまでに多くの時間を要する。[Problems to be Solved by the Invention] Incidentally, in such a fuel injection type engine, fuel injection at the time of starting is a problem, and unless the air and fuel reach a certain pressure in the combustion chamber, it is difficult to ignite, and the engine may not work properly. It may be difficult to start. In particular, when using a mechanical air pump or fuel pump that is operated by the rotation of the crankshaft, it is slow for the air and fuel to reach a certain pressure during startup, and it takes a long time for the engine to start.
また、従来は、燃料室内への燃料噴射は専用のレギュレ
ータを用い、吸気管への燃料噴射にも専用のレギュレー
タを用いて、それぞれのレギュレータで燃料圧力を設定
していた。このため、それぞれ専用のレギュレータが２
個必要であり、エンジン周りの配管が複雑であった。Conventionally, a dedicated regulator was used for fuel injection into the fuel chamber, and a dedicated regulator was also used for fuel injection into the intake pipe, with each regulator setting the fuel pressure. For this reason, two dedicated regulators are required for each.
The piping around the engine was complicated.
この発明はかかる点に鑑みなされたもので、請求項１記
載の発明は、簡単な構造で始動性の向上を図る燃料噴射
式エンジンを提供することを目的としている。The present invention has been made in view of this point, and an object of the invention as set forth in claim 1 is to provide a fuel injection type engine that has a simple structure and improves startability.
また、請求項２項記載の発明は、部品点数が削減され、
エンジン周りの配管が簡単である燃料噴射式エンジンを
提供することを目的としてい［発明を解決するための手
段］
前記課題を解決するため、請求項１記載の燃料噴射式エ
ンジンの発明は、燃焼室燃料噴射インジェクタを有し燃
焼室内に空気と燃料とを噴射する燃焼室燃料噴射装置と
、吸気管に燃料を噴射する吸気管燃料噴射インジェクタ
とを備え、始動時に前記吸気管燃料噴射インジェクタの
みを作動するようになしたことを特徴としている。Further, the invention according to claim 2 is characterized in that the number of parts is reduced,
[Means for Solving the Invention] In order to solve the above problem, the invention of the fuel injection type engine according to claim 1 provides a fuel injection type engine with simple piping around the engine. A combustion chamber fuel injection device that injects air and fuel into a combustion chamber, and an intake pipe fuel injection injector that injects fuel into an intake pipe, and only the intake pipe fuel injection injector is used during startup. It is characterized by being made to work.
また、請求項２記載の燃料噴射式エンジンの発明は、燃
焼室燃料噴射インジェクタを有し燃焼室内に空気と燃料
とを噴射する燃焼室燃料噴射装置と、吸気管に燃料を噴
射する吸気管燃料噴射インジェクタとを備え、この燃焼
室燃旧噴射インジェクタと吸気管燃料噴射インジェクタ
との燃料圧力を同じにし、かつ前記燃料ポンプとレギュ
レータとの間に前記吸気管燃料噴射インジェクタと前記
燃焼室燃料噴射インジェクタとを配管したことを特徴と
している。Further, the invention of a fuel injection type engine according to claim 2 provides a combustion chamber fuel injection device that has a combustion chamber fuel injector and injects air and fuel into the combustion chamber, and an intake pipe fuel that injects fuel into the intake pipe. an injector, the fuel pressure of the combustion chamber fuel injection injector and the intake pipe fuel injection injector are made the same, and the intake pipe fuel injection injector and the combustion chamber fuel injection injector are provided between the fuel pump and the regulator. It is characterized by having piping.
［作用］
前記請求項１記載の発明では、始動時に吸気管燃料噴射
インジェクタのみを作動させて、吸気管噴射を行なうこ
とで、燃焼室に供給されるまでに霧化時間が確保され、
燃料を適切な霧化状態にすることで、比較的低い燃料圧
力で確実に着火することかでか、エンジンのかかりが早
くなって始動性が向上する。[Function] In the invention according to claim 1, only the intake pipe fuel injector is operated at the time of startup to perform intake pipe injection, thereby ensuring atomization time before the fuel is supplied to the combustion chamber.
By properly atomizing the fuel, ignition is ensured at a relatively low fuel pressure, which makes the engine start faster and improves startability.
前記請求項２記載の発明では、燃焼室燃料噴射インジェ
クタと吸気管燃料噴射インジェクタとの燃料圧力を同じ
にし、燃料ポンプとレギュレータとの間に、吸気管燃料
噴射インジェクタと燃焼室燃料噴射インジェクタとを配
管することで、燃料圧力を調整するレギュレータが兼用
でき、しかも配管が容易になり、エンジン周りのレイア
ウトが簡素化される。In the invention according to claim 2, the fuel pressures of the combustion chamber fuel injection injector and the intake pipe fuel injection injector are made the same, and the intake pipe fuel injection injector and the combustion chamber fuel injection injector are arranged between the fuel pump and the regulator. By installing piping, it can also be used as a regulator to adjust fuel pressure, and the piping is easier, simplifying the layout around the engine.
［実施例〕
以下、この発明の実施例を添付図面に基づいて詳細に説
明する。[Embodiments] Hereinafter, embodiments of the present invention will be described in detail based on the accompanying drawings.
第１図はこの発明を適用した２気筒の燃料噴射式エンジ
ンの概略図、第２図はこの発明を適用した単気筒の燃料
噴射式エンジンを搭載した自動輪車の側面図、第３図は
この自動二輪車に搭載された燃料噴射式エンジンの側面
図、５４図はこの自動二輪車に搭載された燃料噴射式エ
ンジンの配管構造を示す図である。Fig. 1 is a schematic diagram of a two-cylinder fuel injection type engine to which this invention is applied, Fig. 2 is a side view of a motor vehicle equipped with a single cylinder fuel injection type engine to which this invention is applied, and Fig. 3 is a schematic diagram of a two-cylinder fuel injection type engine to which this invention is applied. FIG. 54, a side view of the fuel injection type engine mounted on this motorcycle, is a diagram showing the piping structure of the fuel injection type engine mounted on this motorcycle.
第１図においては、この発明を２気筒の２サイクルの燃
料噴射式エンジンに適用した場合について説明し、これ
に併せて、この発明を単気筒の２サイクルの燃料噴射式
エンジンに適用して自動二輪車に搭載した場合について
、第２図乃至第４図に基づいて説明する。In FIG. 1, a case will be explained in which the present invention is applied to a two-cylinder, two-stroke fuel injection type engine. The case where it is mounted on a two-wheeled vehicle will be explained based on FIGS. 2 to 4.
燃料噴射式エンジン１は第２図に示すように自動二輪車
の車体２に搭載され、この燃料噴射式エンジン１のクラ
ンクケース３には気筒４が設けられている。この気筒４
に設けられたピストン５はクランクケース３に軸支され
たクランク軸６にコンロッド７を介して連結されている
。クランクケース３に設けられたクランク室８から燃料
が気筒４に形成された掃気通路９を介して燃焼室１０に
供給される。気筒４には燃焼室１０内に空気と燃料とを
混合して噴射する燃焼室燃料噴射装置１１及び点火プラ
グ１２が備えられ、燃焼室燃料噴射装置１１には燃焼室
燃料噴射インジェクタ１１０が備えられている。また、
気筒４にはウォータジャケット１３が設けられ、気筒４
に設けられた水温センサ１４でクォータジャケット１３
の冷却水の温度を検出してコントローラ１５へ送る。A fuel injection type engine 1 is mounted on a vehicle body 2 of a motorcycle as shown in FIG. 2, and a cylinder 4 is provided in a crankcase 3 of the fuel injection type engine 1. This cylinder 4
A piston 5 provided in the crankcase 3 is connected via a connecting rod 7 to a crankshaft 6 which is rotatably supported by the crankcase 3. Fuel is supplied from a crank chamber 8 provided in a crank case 3 to a combustion chamber 10 via a scavenging passage 9 formed in a cylinder 4. The cylinder 4 is equipped with a combustion chamber fuel injection device 11 and a spark plug 12 that mix and inject air and fuel into the combustion chamber 10, and the combustion chamber fuel injection device 11 is equipped with a combustion chamber fuel injector 110. ing. Also,
A water jacket 13 is provided in the cylinder 4.
The water temperature sensor 14 installed in the quarter jacket 13
The temperature of the cooling water is detected and sent to the controller 15.
それぞれのクランク室８には吸気管１６が接続され、こ
の吸気管１６にはエアクリーナ１７がら空気がスロット
ル弁１８の作動で供給される。エアクリーナ１７は燃料
噴射式エンジン１の後方位置で、車体２のシートレール
１９の下方に配置されている。クランクケース３には圧
力センサ２０が設けられ、この圧力センサ２０でクラン
ク室８の圧力を検出してコントローラ１５へ送る。エア
クリーナ１７には吸気温度センサ２１が設けられ、吸気
温度をコントローラ１５へ送る。また、吸気管１６には
リートバルブ２２が設けられ、さらにスロットル弁１８
の開度を検出するスロットルポジションセンサ２３が設
けられると共に、吸気管１６に燃料を噴射する吸気管燃
料噴射インジェクタ２４が設けられている。An intake pipe 16 is connected to each crank chamber 8, and air is supplied to this intake pipe 16 from an air cleaner 17 by actuation of a throttle valve 18. The air cleaner 17 is located behind the fuel injection engine 1 and below the seat rail 19 of the vehicle body 2. A pressure sensor 20 is provided in the crankcase 3, and the pressure sensor 20 detects the pressure in the crank chamber 8 and sends it to the controller 15. The air cleaner 17 is provided with an intake air temperature sensor 21, which sends intake air temperature to the controller 15. Further, the intake pipe 16 is provided with a Riet valve 22, and a throttle valve 18 is further provided.
A throttle position sensor 23 for detecting the opening of the intake pipe 16 is provided, and an intake pipe fuel injector 24 for injecting fuel into the intake pipe 16 is provided.
クランクケース３に軸支されたクランク軸６の一端部に
は発電機２５が設けられ、この発電機２５にクランク角
パルスセンサ２６が設けられ、クランク角パルスセンサ
２６からエンジン回転数を検出してコントローラ１５へ
送る。クランク軸６の他端部には駆動ギヤ２７が設けら
れ、この駆動ギヤ２フを介して空気ポンプ２８及び燃料
ポンプ２９を駆動する。A generator 25 is provided at one end of the crankshaft 6 that is pivotally supported by the crankcase 3. A crank angle pulse sensor 26 is provided on the generator 25, and the engine rotation speed is detected from the crank angle pulse sensor 26. It is sent to the controller 15. A drive gear 27 is provided at the other end of the crankshaft 6, and drives an air pump 28 and a fuel pump 29 via the drive gear 27.
空気ポンプ２８にはエアフィルター３０が備えられ、空
気ポンプ２８は配管３１を介して燃焼室燃料噴射装置１
１に空気を送る。この燃焼室燃料噴射装置１１から配管
３２を介して空気がレギュレータ３３へ送られて、さら
に配管４４で大気に連通している。なお、この配管４４
は排気管５０へ接続して、空気に含まれる燃料を燃焼さ
せてもよく、また燃料タンク３６内の空気を大気へ開放
する図示しない配管へ設けられたキャニスタへ接続して
、空気に含まれる燃料を吸着するようにしてもよい。The air pump 28 is equipped with an air filter 30, and the air pump 28 is connected to the combustion chamber fuel injection device 1 through a pipe 31.
Send air to 1. Air is sent from the combustion chamber fuel injection device 11 to the regulator 33 via a pipe 32, and is further communicated with the atmosphere via a pipe 44. Note that this piping 44
may be connected to the exhaust pipe 50 to burn the fuel contained in the air, or may be connected to a canister provided to a pipe (not shown) that releases the air in the fuel tank 36 to the atmosphere to burn the fuel contained in the air. It may also be configured to adsorb fuel.
燃料ポンプ２９の入力端には燃料フィルタ３４が備えら
れ、この燃料フィルタ３４は配管３５を介して燃料タン
ク３６に接続されている。燃料タンク３６は燃料噴射式
エンジン１の上方位置で車体２のメインフレーム３７に
載置されている。燃料ポンプ２９の出力側には燃料の圧
力変動を吸収するパルセーションダンパ３８及び所定の
燃料圧力に保持する蓄圧器３９が備えられている。A fuel filter 34 is provided at the input end of the fuel pump 29, and this fuel filter 34 is connected to a fuel tank 36 via a pipe 35. The fuel tank 36 is mounted on the main frame 37 of the vehicle body 2 above the fuel injection engine 1. The output side of the fuel pump 29 is equipped with a pulsation damper 38 that absorbs fuel pressure fluctuations and a pressure accumulator 39 that maintains the fuel pressure at a predetermined level.
この燃料ポンプ２９の出力側は配管４０を介して、吸気
管燃料噴射インジェクタ２４が接続され、さらにこの吸
気管燃料噴射インジェクタ２４に配管４１を介して燃焼
室燃料噴射インジェクタ】１が接続される。さらに、燃
焼室燃料噴射インジェクタ１１には配管４２を介して燃
料圧力を定に調整するレギュレータ３３に接続され、さ
らに配管４３を介して燃料タンク３６の順序に配管され
、燃焼室燃料噴射インジェクタ１１と吸気管燃料噴射イ
ンジェクタ２４との燃料圧力が同じになっている。An intake pipe fuel injector 24 is connected to the output side of the fuel pump 29 via a pipe 40, and a combustion chamber fuel injector 1 is connected to the intake pipe fuel injector 24 via a pipe 41. Further, the combustion chamber fuel injector 11 is connected via a pipe 42 to a regulator 33 that adjusts the fuel pressure at a constant level, and is further connected to a fuel tank 36 via a pipe 43 in order. The fuel pressure is the same as that of the intake pipe fuel injection injector 24.
燃焼室燃料噴射装置１１と吸気管燃料噴射インジェクタ
２４はコントローラ１５で各センサから得られる情報に
基づき、運転状態に応じて制御される。また、コントロ
ーラ１５は各センサから得られる情報に基づき、点火装
置４５を制御すると共に、排気タイミング装置４６及び
電磁オイルポンプ４７を制御する。The combustion chamber fuel injection device 11 and the intake pipe fuel injection injector 24 are controlled by a controller 15 according to the operating state based on information obtained from each sensor. Further, the controller 15 controls the ignition device 45, as well as the exhaust timing device 46 and the electromagnetic oil pump 47, based on information obtained from each sensor.
始動時には始動モータ４８の作動で、クランク軸６を強
制的に回転し、これに連動して空気ポンプ２８及び燃料
ポンプ２９が作動される。この始動時には、コントロー
ラ１５によって吸気管燃料噴射インジェクタ２４のみを
作動して、吸気管１６に燃料を噴射し、燃焼室燃料噴射
装置１１は作動しない。At the time of starting, the crankshaft 6 is forcibly rotated by the operation of the starting motor 48, and in conjunction with this, the air pump 28 and the fuel pump 29 are operated. At this time of starting, only the intake pipe fuel injector 24 is operated by the controller 15 to inject fuel into the intake pipe 16, and the combustion chamber fuel injection device 11 is not operated.
このように、始動時には燃料の露化が悪いが、吸気管噴
射を行なうことで、燃料がクランク室８から掃気通路９
を介して燃焼室１０に供給され、これで燃料のｎ化時間
が確保され、比較的低い燃料圧力で着火することができ
る。In this way, the exposure of the fuel is bad at the time of starting, but by performing intake pipe injection, the fuel is transferred from the crank chamber 8 to the scavenging passage 9.
The fuel is supplied to the combustion chamber 10 through the fuel, thereby ensuring sufficient time for the fuel to become n, and making it possible to ignite the fuel at a relatively low fuel pressure.
また、低回転時には、燃焼室燃料噴射装置１１のみを作
動させて、燃焼室１０内に燃料を噴射し、吸気管燃料噴
射インジェクタ２４は作動しない。このように、低回転
時には燃焼室燃料噴射のみを行なうことで、燃料を節約
して経済的な運転を行なうことができる。Further, at low engine speeds, only the combustion chamber fuel injection device 11 is operated to inject fuel into the combustion chamber 10, and the intake pipe fuel injection injector 24 is not operated. In this way, by only injecting fuel into the combustion chamber at low engine speeds, fuel can be saved and economical operation can be achieved.
さらに、高回転時には、燃焼室燃料噴射装置１１を作動
して燃焼室１０内に燃料を噴射すると共に、吸気管燃料
噴射インジェクタ２４を作動して吸気管に燃料を噴射す
る。このように、低回転時には燃焼室燃料噴射及び吸気
管燃料噴射を行なうことで、高出力運転を行なうことが
できる。Furthermore, at high rotation, the combustion chamber fuel injection device 11 is operated to inject fuel into the combustion chamber 10, and the intake pipe fuel injection injector 24 is operated to inject fuel into the intake pipe. In this way, by performing combustion chamber fuel injection and intake pipe fuel injection at low engine speeds, high output operation can be achieved.
また、この燃料タンク３６からエンジンへ燃料を供給す
る燃料経路は、燃料タンク３６から燃料が配管３５を介
して燃料ポンプ２９へ供給され、燃料ポンプ２９で配管
４０を介して吸気管燃料噴射インジェクタ２４へ供給さ
れる。この吸気管燃料噴射インジェクタ２４から配管４
１を介して、燃焼室燃料噴射インジェクタ１１０へ送ら
れ、この吸気管燃料噴射インジェクタ２４との燃料圧力
を同じになっている。そして、燃焼室燃料噴射インジェ
クタ１１０から配管４２を介してレギュレータ３３へ送
られ、このレギュレータ３３で圧力調整が行なわれ、配
管４３を介して燃料タンク３６へ戻される。The fuel path for supplying fuel from the fuel tank 36 to the engine is such that fuel is supplied from the fuel tank 36 to the fuel pump 29 via a pipe 35, and from the fuel pump 29 to the intake pipe fuel injection injector 24 via a pipe 40. supplied to From this intake pipe fuel injection injector 24 to the piping 4
1 to the combustion chamber fuel injection injector 110, and the fuel pressure is the same as that of the intake pipe fuel injection injector 24. Then, the fuel is sent from the combustion chamber fuel injector 110 to the regulator 33 via the pipe 42, the pressure is adjusted by the regulator 33, and then returned to the fuel tank 36 via the pipe 43.
このように燃料経路を配管することで、燃焼室燃料噴射
インジェクタ１１０と、吸気管燃料噴射インジェクタ２
４の燃料噴射圧力が等しくなる。By piping the fuel path in this way, the combustion chamber fuel injector 110 and the intake pipe fuel injector 2
4 fuel injection pressures become equal.
しかも、単一のレギュレータ３３で圧力調整が可能で、
部品点数が削減されると共に、燃料噴射式エンジン１の
気筒４と吸気管１６との間で配管を行なうことができ、
配管が容品になってエンジン周りのレイアウトが簡素化
される。Moreover, the pressure can be adjusted with a single regulator 33,
The number of parts is reduced, and piping can be done between the cylinder 4 of the fuel injection engine 1 and the intake pipe 16,
The layout around the engine is simplified as the piping becomes more compact.
［発明の効果コ
前記のように、前記請求項１記載の発明では、始動時に
吸気管燃料噴射インジェクタを作動させて、吸気管噴射
を行なうようになしたから、燃焼室に供給されるまでの
間で露化時間が確保され、燃料をｎ化状態にすることで
、比較的低い燃料圧力て着火することができ、エンジン
のかかりか早くなって始動性か向上する。[Effects of the Invention] As described above, in the invention according to claim 1, since the intake pipe fuel injection injector is operated at the time of startup to perform intake pipe injection, the fuel is not supplied to the combustion chamber. By ensuring an exposure time between the two and bringing the fuel into the n-type state, ignition can be achieved with a relatively low fuel pressure, which makes the engine start faster and improves startability.
また、前記請求項２記載の発明では、燃焼室燃料噴射イ
ンジェクタと吸気管燃料噴射インジェクタとの燃料圧力
を同じにし、燃料ポンプとレギュレータとの間に、吸気
管燃料噴射インジェクタと燃焼室燃料噴射インジェクタ
とを配管したから、燃料圧力を調整するレギュレータが
兼用でか、しかも配管が容品になりエンジン周りのレイ
アウトが簡素化される。Further, in the invention according to claim 2, the fuel pressures of the combustion chamber fuel injection injector and the intake pipe fuel injection injector are made the same, and the intake pipe fuel injection injector and the combustion chamber fuel injection injector are arranged between the fuel pump and the regulator. Since it is installed in piping, it can also be used as a regulator to adjust fuel pressure, and the piping becomes more compact, simplifying the layout around the engine.
第１区はこの発明を通用した２気筒の燃料噴射式エンジ
ンの概略図、第２図はこの発明を通用した単気筒の燃料
噴射式エンジンを搭載した自動二輪車の側面図、第３図
はこの自動二輪車に搭載された燃料噴射式エンジンの側
面図、第４図はこの自動二輪車に搭載された燃料噴射式
エンジンの配管構造を示す図である。
図中符号１は燃料噴射式エンジン、１０は燃焼室、１６
は吸気管、１１は燃焼室燃料噴射装置、１１０は燃焼室
燃料噴射インジェクタ、１５はコントローラ、２４は吸
気管燃料噴射インジェクタ、２８は空気ポンプ、２９は
燃料ポンプ、３３はレギュレータ、３６は燃料タンクで
ある。Section 1 is a schematic diagram of a two-cylinder fuel-injection engine that is compatible with this invention, Figure 2 is a side view of a motorcycle equipped with a single-cylinder fuel-injection engine that is compatible with this invention, and Figure 3 is a schematic diagram of a motorcycle equipped with a single-cylinder fuel-injection engine that is compatible with this invention. FIG. 4 is a side view of the fuel injection type engine mounted on the motorcycle. FIG. 4 is a diagram showing the piping structure of the fuel injection type engine mounted on the motorcycle. In the figure, 1 is a fuel injection engine, 10 is a combustion chamber, 16
1 is an intake pipe, 11 is a combustion chamber fuel injection device, 110 is a combustion chamber fuel injector, 15 is a controller, 24 is an intake pipe fuel injection injector, 28 is an air pump, 29 is a fuel pump, 33 is a regulator, and 36 is a fuel tank It is.
Claims (2)
と燃料とを噴射する燃焼室燃料噴射装置と、吸気管に燃
料を噴射する吸気管燃料噴射インジェクタとを備え、始
動時に前記吸気管燃料噴射インジェクタのみを作動する
ようになしたことを特徴とする燃料噴射式エンジン。1. A combustion chamber fuel injection device having a combustion chamber fuel injector and injecting air and fuel into the combustion chamber, and an intake pipe fuel injection injector injecting fuel into an intake pipe, and only the intake pipe fuel injection injector is used during startup. A fuel-injected engine characterized by being configured to operate.
と燃料とを噴射する燃焼室燃料噴射装置と、吸気管に燃
料を噴射する吸気管燃料噴射インジェクタとを備え、こ
の燃焼室燃料噴射インジェクタと吸気管燃料噴射インジ
ェクタとの燃料圧力を同じにし、かつ前記燃料ポンプと
レギュレータとの間に前記吸気管燃料噴射インジェクタ
と前記燃焼室燃料噴射インジェクタとを配管したことを
特徴とする燃料噴射式エンジン。2. A combustion chamber fuel injection device having a combustion chamber fuel injection injector and injecting air and fuel into the combustion chamber, and an intake pipe fuel injection injector injecting fuel into an intake pipe, the combustion chamber fuel injection injector and the intake pipe. A fuel injection type engine, characterized in that the fuel pressure is the same as that of the fuel injection injector, and the intake pipe fuel injection injector and the combustion chamber fuel injection injector are piped between the fuel pump and the regulator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2211170A JP2997750B2 (en) | 1990-08-08 | 1990-08-08 | Fuel injection engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2211170A JP2997750B2 (en) | 1990-08-08 | 1990-08-08 | Fuel injection engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0494434A true JPH0494434A (en) | 1992-03-26 |
| JP2997750B2 JP2997750B2 (en) | 2000-01-11 |
Family
ID=16601573
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2211170A Expired - Fee Related JP2997750B2 (en) | 1990-08-08 | 1990-08-08 | Fuel injection engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2997750B2 (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006100938A1 (en) * | 2005-03-18 | 2006-09-28 | Toyota Jidosha Kabushiki Kaisha | Dual circuit fuel injection internal combustion engine |
| US7216627B2 (en) | 2005-03-18 | 2007-05-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine provided with double system of fuel injection |
| US7296558B2 (en) | 2005-03-18 | 2007-11-20 | Yamaha Hatsudoki Kabushiki Kaisha | Dual-injector fuel injection engine |
| US7299784B2 (en) | 2005-03-18 | 2007-11-27 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
| JP2008163756A (en) * | 2006-12-27 | 2008-07-17 | Yamaha Motor Co Ltd | Straddle type vehicle |
| JP2008163755A (en) * | 2006-12-27 | 2008-07-17 | Yamaha Motor Co Ltd | Straddle type vehicle |
| JP2008261340A (en) * | 2008-06-02 | 2008-10-30 | Honda Motor Co Ltd | Fuel injection device for backbone type motorcycle |
| US7637242B2 (en) | 2004-03-22 | 2009-12-29 | Yamaha Motor Co., Ltd. | Fuel supply system and vehicle |
| JP2010159771A (en) * | 2010-04-26 | 2010-07-22 | Honda Motor Co Ltd | Fuel injection device in backbone type motorcycle |
| US8157041B2 (en) | 2007-03-22 | 2012-04-17 | Suzuki Kabushiki Kaisha | Intake device for motorcycle |
| JP2012522179A (en) * | 2009-03-31 | 2012-09-20 | フスクバルナ アクティエボラーグ | 2-stroke internal combustion engine |
-
1990
- 1990-08-08 JP JP2211170A patent/JP2997750B2/en not_active Expired - Fee Related
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7637242B2 (en) | 2004-03-22 | 2009-12-29 | Yamaha Motor Co., Ltd. | Fuel supply system and vehicle |
| WO2006100938A1 (en) * | 2005-03-18 | 2006-09-28 | Toyota Jidosha Kabushiki Kaisha | Dual circuit fuel injection internal combustion engine |
| US7216627B2 (en) | 2005-03-18 | 2007-05-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine provided with double system of fuel injection |
| US7281517B2 (en) | 2005-03-18 | 2007-10-16 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine provided with double system of fuel injection |
| US7296558B2 (en) | 2005-03-18 | 2007-11-20 | Yamaha Hatsudoki Kabushiki Kaisha | Dual-injector fuel injection engine |
| US7299784B2 (en) | 2005-03-18 | 2007-11-27 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
| JP2008163756A (en) * | 2006-12-27 | 2008-07-17 | Yamaha Motor Co Ltd | Straddle type vehicle |
| JP2008163755A (en) * | 2006-12-27 | 2008-07-17 | Yamaha Motor Co Ltd | Straddle type vehicle |
| US8157041B2 (en) | 2007-03-22 | 2012-04-17 | Suzuki Kabushiki Kaisha | Intake device for motorcycle |
| JP2008261340A (en) * | 2008-06-02 | 2008-10-30 | Honda Motor Co Ltd | Fuel injection device for backbone type motorcycle |
| JP2012522179A (en) * | 2009-03-31 | 2012-09-20 | フスクバルナ アクティエボラーグ | 2-stroke internal combustion engine |
| JP2010159771A (en) * | 2010-04-26 | 2010-07-22 | Honda Motor Co Ltd | Fuel injection device in backbone type motorcycle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2997750B2 (en) | 2000-01-11 |
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| LAPS | Cancellation because of no payment of annual fees |