JPH0552163A - Driving gear of fuel injection pump for vehicle - Google Patents

Abstract

PURPOSE:To provide smooth starting and the starting thus smoothed with simple constitution by supplying pressure fuel to a combustion chamber of an engine sufficiently even at the time of starting. CONSTITUTION:A fuel injection pump 108 for supplying pressure fuel to a combustion chamber of an engine 18 and a starter motor 125 for starting the engine 18 are provided. The fuel injection pump 108 is connected associated to a side of a crankshaft 34 of the engine 18 through the first one-way clutch 113, and on the other hand, to a side of the starter motor 125 through the second one-way clutch 131.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for a fuel injection pump for vehicles such as motorcycles.

[0002]

2. Description of the Related Art A drive device for a vehicle fuel injection pump is
There are the following: That is, a fuel injection valve capable of injecting fuel is provided in the combustion chamber of the engine, while a fuel injection pump that is interlockingly connected to the crankshaft side of the engine is provided. Then, when the engine is driven, along with this, pressurized fuel is supplied from the fuel injection pump to the fuel injection valve, and fuel is injected from the fuel injection valve into the combustion chamber, so that the engine continues to be driven. It is designed to be used.

Further, in the above structure, there is a structure as follows. That is, the same as above, an air pump is provided which is interlockingly connected to the crankshaft side, and pressurized air is supplied from the air pump to the fuel injection valve as above when the engine is driven. Then, the pressurized fuel and pressurized air supplied to the fuel injection valve are injected into the combustion chamber substantially simultaneously or with a slight time lag by the valve opening operation of the fuel injection.

[0004]

By the way, in the above-mentioned conventional structure, in the type in which only the pressurized fuel is injected into the combustion chamber, during the normal operation of the engine, the high pressure in the combustion chamber is overcome and the predetermined amount of the pressurized fuel is overcome. The pressure of the pressurized fuel is set so that the injection can be performed. However, when the engine is started, the pressure in the combustion chamber immediately rises, but it takes some time for the fuel injection pump to raise the fuel to a predetermined pressure. There is a possibility that the injection amount of the pressurized fuel tends to be insufficient and a smooth start cannot be obtained.

Further, in the conventional structure of the type that injects pressurized fuel and pressurized air, if the pressure of the pressurized fuel is lower than the pressure of the pressurized air in the fuel injection valve, this addition The compressed air pushes the fuel back to the fuel injection pump side, making it impossible to inject a desired amount of fuel.
Therefore, at the time of normal operation of the engine, each pressure is set so that the pressure of the fuel is always higher than the pressure of the pressurized air.

However, at the time of starting the engine, the air pump which works in conjunction with this increases the pressure of the pressurized air to the desired pressure in a relatively short time, but as described above, it is not necessary to increase the pressure of the fuel. Takes a long time. For this reason,
At the time of start-up, the pressure of pressurized air impedes the fuel injection amount into the combustion chamber, and in this case as well, smooth start-up may not be achieved. Therefore, for example, it is conceivable to provide a separate speed increasing mechanism for increasing the speed of the fuel injection pump only at the time of starting to address the above problem. However, if the additional speed increasing mechanism is provided as described above, there is a disadvantage that the configuration of the drive device of the fuel injection pump becomes complicated.

[0007]

SUMMARY OF THE INVENTION The present invention has been made by paying attention to the above-mentioned circumstances, and the supply of the pressurized fuel to the combustion chamber of the engine is sufficiently performed even at the time of starting so that a smooth starting can be achieved. It is an object of the present invention to enable such smooth start-up with a simple structure.

[0008]

To achieve the above object, the present invention is characterized in that a fuel injection pump for supplying pressurized fuel to a combustion chamber of an engine via a fuel injection valve and the engine for starting the same as above. In a vehicle equipped with a starter motor, the fuel injection pump is linked to the crankshaft side of the engine through a first one-way clutch, while the fuel injection pump is connected to the starter motor side through a second one-way clutch. The point is that they are linked together. An oil pump and / or a water pump may be provided in the power transmission system from the crankshaft to the fuel injection pump.

[0009]

[Operation] The operation of the above configuration is as follows. While the engine 18 is being driven, the fuel injection pump 108 is interlocked with the crankshaft 34 side of the engine 18 via the first one-way clutch 113. Then, the fuel injection pump 108 supplies the pressurized fuel 116 according to the rotation speed of the engine 18 to the fuel injection valves 49, 63.
Therefore, in each rotation range, the fuel injection valves 49 and 63 inject a desired amount of fuel, and desired power is obtained.

On the other hand, when the starter motor 125 is driven to start the engine 18, the fuel injection pump 108 is linked to the starter motor 125 via the second one-way clutch 131. At this time, if the rotational speed of the fuel injection pump 108 is set so that the fuel injection pump 108 supplies the pressurized fuel 116 to the fuel injection valves 49 and 63 sufficiently, it is possible to prevent the fuel shortage at the time of starting. ..

When the normal drive of the engine 18 is started by the above start, the power of the crankshaft 34 is used instead of the starter motor 125 as described above through the first one-way clutch 113. 1
08, the pressurized fuel 116 according to the rotation speed of the engine 18 is supplied to the fuel injection valves 49, 63, and thus the transition from the start to the normal drive state is smoothly performed.

In the above case, the oil pump 100 and / or the water pump 104 may be interposed in the power transmission system from the crankshaft 34 side to the fuel injection pump 108. This makes it easier to adjust the speed reduction ratio of the fuel injection pump 108 with respect to the crankshaft 34 by passing the pump.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. In FIG. 2, reference numeral 1 is a motorcycle, which is a vehicle, and an arrow Fr in the drawing indicates the front thereof. The body frame 2 of the motorcycle 1 has a head pipe 3 at the front end thereof, and a pair of left and right main frames 4 extend downward from the head pipe 3 rearward and downward from the rear end of each main frame 4. The rear arm bracket 5 extends toward. A front fork 7 is rotatably supported on the head pipe 3, a front wheel 8 is supported on the lower end of the front fork 7, and a handle 9 is mounted on the upper end.

The rear arm bracket 5 has a pivot shaft 1
The rear arm 11 is pivotally supported by 0 so that it can swing vertically. A rear wheel 12 is supported on the swinging end of the rear arm 11, and a shock absorber 13 is installed between the rear end of the main frame 4 and the rear arm 11. Further, the seat frame 1 protruding rearward and upward from the rear end of the main frame 4
5 is provided, and the seat 16 is provided on the seat frame 15.
Is attached.

An engine 18 is provided below the main frame 4, and the engine 18 is supported on the main frame 4 and the rear arm bracket 5 by bolts 19 as above. The engine 18 is a two-cylinder two-cycle engine. A left cylinder 21 projects from the left side of the crankcase 20 toward the front upper side, and a right cylinder 22 projects from the right side of the crankcase 20 toward the front lower side. The intersection angle of 21 and the right cylinder 22 is approximately 90 ° in a side view.

A power transmission device 24 is connected to the crankcase 20, and an output chain wheel 25 of the power transmission device 24 is provided.
A transmission chain 27 is wound around the input chain wheel 26 attached to the rear wheel 12. The power of the engine 18 is transmitted to the rear wheels 12 via the transmission chain 27 and the like, so that the motorcycle 1 can travel on the road surface 28. In addition, 30 is a fuel tank, 31 is an exhaust pipe, and 32 is a radiator.

In FIG. 3, a crankshaft 34 extending left and right is supported by the crankcase 20. The left cylinder 21 has a cylinder 35 projecting upward and upward from the crankcase 20, and a cylinder head 36 is attached to the projecting end of the cylinder 35. A piston 38 is slidably fitted in the cylinder 35 on its axis 37, and the piston 38 and the crankshaft 34 are connected by a connecting rod 39.

The output chain wheel 25, the cylinder head 36,
A space surrounded by the piston 38 is a combustion chamber 41. An intake port 42 is formed in the crankcase 20, and an intake pipe 43 is connected to the intake port 42. A scavenging port 44 that connects the intake port 42 to the combustion chamber 41 is formed in the cylinder 35. On the other hand, the same as above, an exhaust port 45 for penetrating the combustion chamber 41 to the outside.
The exhaust pipe 31 is connected to the exhaust port 45. The cylinder 35 and the cylinder head 36
A water jacket 46 is formed on the bottom.

A first fuel injection valve 48 is attached to the intake pipe 43. A second fuel injection valve 49 is attached to the cylinder head 36. This second
The fuel injection valve 49 is for injecting fuel into the combustion chamber 41. The combustion chamber 41 is of a so-called wedge type. The fuel injection direction of the second fuel injection valve 49 is substantially parallel to the axis 37. The shaft 37 is slightly deviated forward. Same as above, a first spark plug 50 is screwed to the cylinder head 36 near the rear of the second fuel injection valve 49, and a pair of left and right second fuel injection valves 50 are provided in front of the second fuel injection valve 49.
The spark plugs 51, 51 are screwed.

As shown in FIG. 3, the right cylinder 22 has a cylinder 53 projecting from the crankcase 20 toward the front lower side, and a cylinder head 54 is attached to the projecting end of the cylinder 53. A piston 56 is slidably fitted in the cylinder 53 on its axis 55.

Further, like the left cylinder 21, the connecting rod 39, the combustion chamber 41, the intake port (not shown), the intake pipe (not shown), the combustion chamber 58, the scavenging port 59, the exhaust port 60, the above-mentioned. A third fuel injection valve (not shown) attached to the intake pipe, a fourth fuel injection valve 63, a third spark plug 6
4 and a fourth spark plug 65 are provided. In the above case, the fourth fuel injection valve 63 is for injecting fuel into the combustion chamber 58, and the combustion chamber 58 is of the so-called bathtub type (side blowing), and the fuel injection direction of the fourth fuel injection valve 63 is the same. Is in a direction substantially orthogonal to the axis 55 of the cylinder 53 and is directed downward. The third spark plug 64 extends substantially parallel to the shaft center 55 and is slightly offset from the shaft center 55.

In the above case, the third and fourth spark plugs 6 are provided at the end of the combustion chamber 58 opposite to the injection port of the fourth fuel injection valve 63.
4, 65 discharge parts face each other, and these discharge parts are positioned within the injection range from the injection port to improve the ignition performance. Further, since the distance from the injection port to the discharge portion can be long, stratified charge combustion is possible at medium and low speed loads, and particularly high combustion efficiency can be obtained in regions other than idle.

1 and 3, the crankcase 20 comprises a crankcase body 68, and a left cover 69 and a right cover 70 attached to the left and right side surfaces of the crankcase body 68, respectively. A balancer shaft 72 extending parallel to the crankshaft 34 is provided above the crankshaft 34, and a left bearing 7 is provided on the crankcase body 68.
3 and a right bearing 74. A left weight 75 is attached to the left free end of the balancer shaft 72, and a right weight 76 is attached to the right free end. The first gear 77 attached to the right end of the crank shaft 34 and the second gear 78 attached to the right end of the balancer shaft 72 mesh with each other, and the crank shaft 34 rotates at the same speed and the balancer shaft rotates. 72. Then, the left weight 75 and the right weight 76, which are interlocked with the balancer shaft 72, cancel out vibrations that are about to occur when the engine 18 is driven.

Reference numeral 80 is a flywheel magneto which is a generator. The flywheel magneto 80 has a stator 81, which is a coil, which is screwed to the left end of the crankcase body 68 coaxially with the crankshaft 34, a boss 82 attached to the left end of the crankshaft 34, and the boss 8
2 and a rotor 83 that is a magnet attached to the magnet 2. The output of the flywheel magneto 80 is used as a power source for each of the spark plugs and batteries.

The power transmission device 24 will be described with reference to FIGS. 1, 3 and 4. The power transmission device 24 has a transmission case 85 integrally formed at the rear end of the crankcase 20, and the transmission case 85 is the case body 8.
6, a left cover 87, and a right cover 88. An input shaft 89 and an output shaft 90 arranged in parallel with the crank shaft 34 are supported by the case body 86,
Both shafts 89, 90 are connected to each other by a speed change gear set 91.

A small reduction gear 93 attached to the right end of the crankshaft 34 and a large reduction gear 94 rotatably supported by the input shaft 89 mesh with each other, and the large reduction gear 94 and the input are engaged. Multi-disc clutch 95 between the shaft 89
On the other hand, the output chain wheel 25 is attached to the left end of the output shaft 90. When the multi-disc clutch 95 is connected, the power of the engine 18 is transmitted from the crankshaft 34 to the small reduction gear 93, the large reduction gear 94, the multi-disc clutch 95, the input shaft 89, the transmission gear set 91, the output shaft 90.
To the output chain wheel 2 as described above.
5, transmitted to the front wheels 8 via the transmission chain 27 and the input chain wheel 26.

A pump shaft 97 is provided in front of and below the input shaft 89 in parallel therewith, and the pump shaft 97 is supported by the case body 86. A third gear 98 attached to the input shaft 89 and a fourth gear 99 attached to the right end of the pump shaft 97 mesh with each other, and the input shaft 89
Is transmitted to the pump shaft 97 at substantially the same speed. 1
00 is an oil pump, and this oil pump 100 is composed of a casing 101 and a rotor 102 attached to the pump shaft 97 in the casing 101. Then, the oil pump 100 is rotated by the rotation of the pump shaft 97, and the crankcase 20 and the transmission case 8 are provided.
5 Lubricating oil at the bottom is sucked and discharged, and is supplied to a predetermined lubricated portion.

Reference numeral 104 denotes a water pump.
Is composed of a casing 105 and a rotor 106 attached to the left end of the pump shaft 97 in the casing 105. The water pump 104 sucks the cooling water 107 from the radiator 32 by the amount of rotation of the pump shaft 97, and sucks the cooling water 107 into the water jackets 46, 61.
To cool each cylinder 21, 22. Further, the cooling water 107 after this is returned to the radiator 32 to be air-cooled, and is again sucked into the water pump 104. Reference numeral 108 denotes a trochoidal type fuel injection pump, which includes a casing 109 screwed to the outer surface of the left cover 87, a fuel pump shaft 1 supported by the case body 86 and the left cover 87.
10 and the fuel pump shaft 1 in the casing 109.
The rotor 111 is linked to the left end of the rotor 10.

A fifth gear 112 attached to the left end of the pump shaft 97 and a sixth gear 114 attached to the fuel pump shaft 110 via a first one-way clutch 113 mesh with each other to form a pump shaft. The power of 97 is transmitted to the fuel pump shaft 110 via the fifth gear 112, the sixth gear 114, and the first one-way clutch 113, and the fuel injection pump 108 is driven.

When the fuel injection pump 108 is driven,
This sucks the fuel 115 in the fuel tank 30 and discharges the fuel 115 to supply the pressurized fuel 116 to each of the fuel injection valves. In the above case, the pressurized fuel 116 is first supplied to the second fuel injection valve 49 and the fourth fuel injection valve 63, and then depressurized via the regulator (not shown) to make it the first fuel injection valve 48 and the first fuel injection valve 48. 3 fuel injection valve.

Further, the fuel injection pump 108 is provided by effectively utilizing the space below the flywheel magneto 80, that is, these are compactly arranged. The fuel injection pump 108 is located below the flywheel magnet 80 and projects outward from the outer surface of the left cover 87. Therefore, the fuel injection pump 108 is sufficiently cooled by the traveling wind without being hindered by the flywheel magneto 80.

Further, a heat insulating material 117 is provided between the casing 109 of the fuel injection pump 108 and the left cover 87, and in this respect as well, the temperature of the fuel injection pump 108 is reliably prevented from becoming high. It Further, the fuel injection pump 108 is adjacent to the water pump 104 and both are provided on the left side of the transmission case 85. Therefore,
There is an advantage that these can be easily maintained and inspected intensively.

A piston type air pump 118 is attached to the outer surface of the right cover 88. The air pump 118 receives power from the large reduction gear 94 and is driven through a speed increasing gear set 119. When the air pump 118 is driven, it sucks the outside air and discharges it to supply the pressurized air 122 to the second and fourth fuel injection valves 49, 63.

Each of the fuel injection valves supplied with the pressurized fuel 116 and the pressurized air 122 supplies the pressurized fuel 116 and the pressurized air 122 into the combustion chambers 41, 58 of the engine 18 at a predetermined crank angle. At approximately the same time, or with a slight time lag, the fuel is injected into the combustion stroke of the engine 18.

In the above case, the cylinder 120 of the air pump 118 is located on the outer side of the crankcase body 68 and protrudes rearward. A cooling fin 121 is formed on the outer surface of the cylinder 120. For this reason,
Since the air pump 118 is sufficiently cooled by traveling wind, the compression efficiency of the air pump 118 is improved. Further, since the air pump 118 serving as a vibration source is arranged on the lower side of the engine 18, the vibration of the rider on the seat 16 is reduced.

In FIG. 1, a starting device 124 for the engine 18 is provided. The starting device 124 has a starter motor 125 which is a starter motor, and the starter motor 125 is attached to a lower portion of the crankcase body 68. A seventh gear 126 is formed on the output shaft of the starter motor 125. On the other hand, an eighth gear 127 is rotatably supported on the crankshaft 34, and the eighth gear 127 is linked to the seventh gear 126 by a reduction gear set 129. In addition, the eighth
A one-way clutch 128 that transmits power only from the gear 127 to the crankshaft 34 via the boss 82 is provided.

Then, when the starter motor 125 is driven at the time of starting the engine 18, the power thereof is transmitted through the seventh gear 126, the reduction gear set 129, the eighth gear 127, the one-way clutch 128, and the boss 82. It is transmitted to the crankshaft 34 and cranking is performed. A second one-way clutch 131 is attached to the fuel pump shaft 110.
The ninth gear 132 is supported via the
The second gear meshes with the seventh gear 126.

When the starter motor 125 is driven as described above when the engine 18 is started, the fuel injection pump 108 is driven via the ninth gear 132, the second one-way clutch 131, and the fuel pump shaft 110. It has become so. At the time of this start, the fuel injection pump 108 supplies the fuel injection valve 108 with a sufficient amount and pressure of the pressurized fuel 116 to each of the fuel injection valves.
The rotation speed is set so that the fuel is prevented from running short at the time of starting and a smooth starting can be obtained. That is, in this embodiment, the fuel injection pump 10
8 is configured to rotate faster at the time of starting than when the normal engine 18 that is driven by the crankshaft 34 is driven. Therefore, even at the time of starting, the pressure of the pressurized fuel 116 overcomes the pressure in each of the combustion chambers 41 and 58 and the pressure of each of the pressurized air so that a predetermined amount of the pressurized fuel 116 can be injected. Has been done.

When the normal drive of the engine 18 is started by the above start, the power of the crankshaft 34 is used instead of the starter motor 125 as described above through the first one-way clutch 113. 1
08 and the air pump 118, the engine 18
The pressurized fuel 116 and the pressurized air 122 corresponding to the number of revolutions are supplied into the combustion chambers 41 and 58 of the same through the fuel injection valves, and in this way, the transition from the start to the normal drive state is performed. It is done smoothly.

Further, in the above case, since the oil pump 100 and the water pump 104 are interposed in the power transmission system from the crankshaft 34 side to the first one-way clutch 113, the engine 18 is suddenly decelerated, for example. At this time, the power of the engine 18 is the oil pump 100.
Also, the power transmitted to the fuel injection pump 108 is rapidly reduced by the amount consumed by the water pump 104, and accordingly, the pressurized fuel 116 supplied to the combustion chambers 41, 58 is also rapidly reduced by the fuel injection pump 108. Thus, the rapid deceleration of the engine 18 is effectively performed.

A rotary encoder 134 is disposed on the right side of the crankcase 20, and the rotary encoder 134 is detachably screwed to the right cover 70 of the crankcase 20 from the outside by a bolt 135. A tenth gear 136 is formed on the right end of the balancer shaft 72, while an eleventh gear 138 is attached to the input shaft 137 of the rotary encoder 134.
The gear 136 and the eleventh gear 138 mesh with each other. In this case, the 11th gear 138 has a non-backlash mechanism so that rattling does not occur in the mesh.

When the engine 18 is driven, the balancer shaft 72 rotates at the same speed in synchronization with the crank shaft 34, and the rotary encoder 134 operates via the tenth gear 136 and the eleventh gear 138, and the rotary encoder 134 operates. The encoder 134 is adapted to detect the crank angle and the top dead center. Then, based on this detection signal, the injection timing and period of each fuel injection valve are determined, and the ignition timing of each ignition plug is determined. Although the above is based on the illustrated example, the fuel injection pump 108 may be connected to the crankshaft 34 via only one of the oil pump 100 and the water pump 104,
You may make it directly, without going through either.

[0043]

According to the present invention, in a vehicle equipped with a fuel injection pump for supplying pressurized fuel to a combustion chamber of an engine through a fuel injection valve, and a starter motor for starting the engine, the crank of the engine is provided. While the fuel injection pump is linked to the shaft side via the first one-way clutch, the fuel injection pump is linked to the starter motor side via the second one-way clutch. Therefore, during normal driving of the engine, A fuel injection pump is linked to the crankshaft side of this engine via a first one-way clutch. Then, the fuel injection pump supplies pressurized fuel to the fuel injection valve according to the rotation speed of the engine. Therefore, in each rotation range, the fuel injection valve injects a desired amount of fuel, and desired power is obtained.

On the other hand, when the starter motor is driven to start the engine, the second
The fuel injection pump is linked via the one-way clutch. At this time, if the rotational speed of the fuel injection pump is set so that the fuel injection pump supplies sufficient pressurized fuel to the fuel injection valve, it is possible to prevent the fuel shortage at the time of starting,
A smooth start will be obtained.

When the normal drive of the engine is started by the above start, the power of the crankshaft is transmitted to the fuel injection pump through the first one-way clutch as described above, instead of the starter motor. , Pressurized fuel according to the rotation speed of the engine is supplied to the fuel injection valve,
In this way, the transition from the start to the normal drive state is smoothly performed. In the above case, since the starter motor is effectively used to supply the fuel at the time of starting, the above smooth start of the engine can be obtained with a simple structure.

In the above case, an oil pump and / or a water pump may be interposed in the power transmission system from the crankshaft side to the fuel injection pump. This makes it easier to adjust the speed reduction ratio of the fuel injection pump with respect to the crankshaft by the amount of passage through the pump, that is, the degree of freedom in increasing the rotational speed of the fuel injection pump is increased. ..

[Brief description of drawings]

FIG. 1 is a plan sectional view of an engine.

FIG. 2 is an overall side view of the motorcycle.

FIG. 3 is a partially enlarged partial sectional view of FIG.

FIG. 4 is a plan sectional view of a power transmission device.

[Explanation of symbols]

 1 Motorcycle 2 Body Frame 18 Engine 20 Crankcase 24 Power Transmission Device 34 Crankshaft 41 Combustion Chamber 49 Second Fuel Injection Valve 58 Combustion Chamber 63 Fourth Fuel Injection Valve 100 Oil Pump 104 Water Pump 108 Fuel Injection Pump 113 First One Way Clutch 116 Pressurized fuel 125 Starter motor 131 Second one-way clutch

Claims (2)

[Claims] 1. A fuel injection valve capable of injecting pressurized fuel into a combustion chamber of an engine, a fuel injection pump for supplying pressurized fuel to the fuel injection valve, and a starter motor for starting the engine. In the vehicle, the fuel injection pump is operatively connected to the crankshaft side of the engine via a first one-way clutch, while the fuel injection pump is operatively connected to the starter motor side via a second one-way clutch. Driving device for injection pump. 2. The drive device for a vehicle fuel injection pump according to claim 1, wherein an oil pump and / or a water pump are interposed in a power transmission system from the crankshaft to the fuel injection pump.