JPH0650094B2 - Engine fuel injector - Google Patents
Engine fuel injectorInfo
- Publication number
- JPH0650094B2 JPH0650094B2 JP58209649A JP20964983A JPH0650094B2 JP H0650094 B2 JPH0650094 B2 JP H0650094B2 JP 58209649 A JP58209649 A JP 58209649A JP 20964983 A JP20964983 A JP 20964983A JP H0650094 B2 JPH0650094 B2 JP H0650094B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- intake
- valve
- injection valve
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
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
- F02D41/32—Controlling fuel injection of the low pressure type
-
- 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
- F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、エンジンの燃料噴射装置、殊に一つの燃焼室
に複数の吸気通路が開口し各々の吸気通路に燃料噴射弁
が設けられた形式の燃料噴射装置に関する。Description: TECHNICAL FIELD The present invention relates to a fuel injection device for an engine, and in particular, a plurality of intake passages are opened in one combustion chamber and a fuel injection valve is provided in each intake passage. Type fuel injector.
（従来技術） 一つの燃焼室に複数の吸気通路を開口させ、各各の吸気
通路に燃料噴射弁を設けたエンジンの吸気装置は公知で
ある。たとえば、特公昭５３−４３６１６号公報には、
ロータリーピストンエンジンのサイドハウジングと中間
ハウジングのそれぞれに、同じ作動室に開口する一次側
および二次側の吸気通路を形成し、それら吸気通路に一
次側および二次側噴射弁を配置した燃料噴射装置が開示
されている。そして、空気が一次側吸気通路を通しての
み行なわれる低負荷運転時には、一次側噴射弁のみから
燃料噴射が行なわれ、両吸気通路から吸気が行なわれる
高負荷運転時には、両方の噴射弁から燃料噴射が行なわ
れる。しかし、この公知の燃料噴射装置では、燃料噴射
弁の取付位置に特に考慮が払われていないため、加速お
よび減速の応答性を満足できるほど高めることはできな
い。エンジンの応答性を高めるには、燃料噴射弁を燃焼
室に接近させて配置すればよいが、燃料噴射弁を燃焼室
に接近させた配置では、燃料の微粒化および燃料と空気
との混合が十分に行なわれなくなるため、燃焼状態が悪
化する、という問題を生ずる。(Prior Art) An intake system for an engine in which a plurality of intake passages are opened in one combustion chamber and a fuel injection valve is provided in each intake passage is known. For example, Japanese Patent Publication No. 53-43616 discloses that
A fuel injection device in which primary side and secondary side intake passages opening to the same working chamber are formed in each of a side housing and an intermediate housing of a rotary piston engine, and primary side and secondary side injection valves are arranged in these intake passages. Is disclosed. Then, during low load operation in which air is carried only through the primary intake passage, fuel injection is performed only from the primary injection valve, and during high load operation where intake is performed from both intake passages, fuel injection from both injection valves is performed. Done. However, in this known fuel injection device, since no particular consideration is given to the mounting position of the fuel injection valve, the responsiveness of acceleration and deceleration cannot be sufficiently increased. In order to improve the responsiveness of the engine, the fuel injection valve may be arranged close to the combustion chamber. However, in the arrangement where the fuel injection valve is close to the combustion chamber, atomization of the fuel and mixing of the fuel and air may occur. Since it is not sufficiently performed, there arises a problem that the combustion state deteriorates.
（発明の目的） 本発明の目的は、軽負荷運転域で燃料の良好な微粒化を
達成でき、しかも加速および減速に対する応答性の良い
エンジンの燃料噴射装置を提供することである。(Object of the Invention) An object of the present invention is to provide a fuel injection device for an engine that can achieve good atomization of fuel in a light load operation range and that has good responsiveness to acceleration and deceleration.
（発明の構成） 上記目的を達成するために、本発明は次の構成を有す
る。すなわち、本発明によるエンジンの燃料噴射装置
は、一つの燃焼室に開口する複数個の吸気通路と、これ
ら吸気通路の一方に設けられた第１燃料噴射弁と、該吸
気通路の他方に設けられ第２燃料噴射弁と、第１燃料噴
射弁からエンジンの全運転領域で燃料を噴射させ第２燃
料噴射弁から高負荷運転領域で燃料を噴射させる制御を
行なう制御装置とからなる形式であつて、その特徴とす
るところは、第１燃料噴射弁が第２燃料噴射弁よりも燃
焼室から遠く離れて配置されたことにある。本発明の実
施にあたつては、第１燃料噴射弁をスワール式とし、第
２燃料噴射弁をニードル式とすることが好ましい。(Structure of the Invention) In order to achieve the above object, the present invention has the following structure. That is, a fuel injection device for an engine according to the present invention is provided with a plurality of intake passages opening to one combustion chamber, a first fuel injection valve provided in one of the intake passages, and provided in the other of the intake passages. A control device for controlling the injection of fuel from the first fuel injection valve in the entire operating range of the engine and the injection of fuel from the second fuel injection valve in the high load operating range of the engine is provided. The feature is that the first fuel injection valve is arranged farther from the combustion chamber than the second fuel injection valve. In implementing the present invention, it is preferable that the first fuel injection valve is a swirl type and the second fuel injection valve is a needle type.
（発明の効果） 本発明においては、低負荷領域で燃料噴射を行なう第１
燃料噴射弁は、高負荷領域で燃料噴射を行なう第２燃料
噴射弁より燃焼室から遠く離れて配置されているので、
低負荷運転領域での燃料の良好な微粒化および空気との
良好な混合を達成するに十分な通路長を確保することが
できる。また、第２燃料噴射弁は燃焼室に近い位置に配
置されることになるので、低負荷運転領域から高負荷運
転領域に移る過渡領域での応答性が改善される。さら
に、第２燃焼噴射弁から下流側の吸気通路の長さが短縮
されるので、高負荷運転時にこの吸気通路の壁面に付着
していた液状燃料の壁面流が、減速のため絞り弁を急激
に閉じたときに瞬時に気化して燃焼室に送り込まれ、一
時的に過濃混合気を生成する、という問題も解消でき
る。(Advantages of the Invention) In the present invention, the first fuel injection is performed in the low load region.
Since the fuel injection valve is arranged farther from the combustion chamber than the second fuel injection valve that injects fuel in the high load region,
A sufficient passage length can be ensured to achieve good atomization of the fuel and good mixing with air in the low load operating range. Further, since the second fuel injection valve is arranged at a position close to the combustion chamber, the responsiveness is improved in the transitional region where the low load operating region shifts to the high load operating region. Further, since the length of the intake passage downstream from the second combustion injection valve is shortened, the wall surface flow of the liquid fuel adhering to the wall surface of the intake passage during the high load operation suddenly decelerates the throttle valve for deceleration. It is also possible to solve the problem that when the valve is closed, it is instantly vaporized and sent into the combustion chamber, and a rich mixture is temporarily generated.
（実施例の説明） ＜第一実施例＞ 第１図は本発明を４気筒エンジンに適用した例を示すも
ので、シリンダブロツク１に形成された燃焼室２の各々
には各２個の排気口３と、一次吸気口４および二次吸気
口５が開口している。一次吸気口４は、それぞれ一次サ
ージタンクを形成する集合管６から分岐する一次分岐吸
気通路７に接続され、二次吸気口５はそれぞれ二次サー
ジタンクを形成する集合管８から分岐する二次分岐吸気
通路９に接続されている。一次分岐吸気通路７は集合管
６を介して一次絞り弁１０を有する一次吸気通路１１に
接続され、二次分岐吸気通路９は集合管８を介して二次
絞り弁１２を有する二次吸気通路１３に接続されてい
る。さらに、吸気通路１１，１３はエアクリーナ１４お
よび吸気流量計１５を有する主吸気通路２０に接続され
ている。二次絞り弁１２は、一次絞り弁１０がほぼ全開
になつたところで開きはじめ、高負荷用の吸気を二次吸
気通路１３に流通させる。(Description of Embodiments) <First Embodiment> FIG. 1 shows an example in which the present invention is applied to a four-cylinder engine. Each combustion chamber 2 formed in a cylinder block 1 has two exhausts. The port 3, the primary intake port 4, and the secondary intake port 5 are open. The primary intake ports 4 are each connected to a primary branch intake passage 7 that branches from a collecting pipe 6 that forms a primary surge tank, and the secondary intake ports 5 each have a secondary branch that branches from a collecting pipe 8 that forms a secondary surge tank. It is connected to the branch intake passage 9. The primary branch intake passage 7 is connected via a collecting pipe 6 to a primary intake passage 11 having a primary throttle valve 10, and the secondary branch intake passage 9 is connected via a collecting pipe 8 to a secondary intake passage having a secondary throttle valve 12. It is connected to 13. Further, the intake passages 11 and 13 are connected to a main intake passage 20 having an air cleaner 14 and an intake flow meter 15. The secondary throttle valve 12 starts to open when the primary throttle valve 10 is almost fully opened, and the intake air for high load is circulated to the secondary intake passage 13.
一次分岐吸気通路７の各々には、一次燃料噴射弁１６が
設けられ、二次分岐吸気通路９の各々には、二次燃料噴
射弁１７が、一次燃料噴射弁１６よりも燃焼室２に近接
して配置されている。エンジンには、さらにその回転速
度を検出する速度計１８が設けられており、吸気流量計
１５からの流量信号と速度計１８からの速度信号は、マ
イクロコピユータからなる制御回路１９に入力される。
制御回路１９は、入力信号に基づいてエンジン運転状態
に応じた燃料供給量を演算し、その演算結果に応じて第
１、第２燃料噴射弁１６，１７を作動させる。A primary fuel injection valve 16 is provided in each of the primary branch intake passages 7, and a secondary fuel injection valve 17 is provided in each of the secondary branch intake passages 9 closer to the combustion chamber 2 than the primary fuel injection valve 16. Are arranged. The engine is further provided with a speedometer 18 for detecting the rotation speed thereof, and the flow rate signal from the intake flow meter 15 and the speed signal from the speedometer 18 are input to a control circuit 19 composed of a micro computer. .
The control circuit 19 calculates the fuel supply amount according to the engine operating state based on the input signal, and operates the first and second fuel injection valves 16 and 17 according to the calculation result.
＜第２実施例＞ 第２図に示す本発明の第２実施例では、吸気口４，５に
接続された一次分岐吸気通路７および二次分岐吸気通路
９は、共通のサージタンク２１に接続されており、この
サージタンク２１に主吸気通路２０が接続されている。
主吸気通路２０内には主絞り弁２２が設けられ、二次分
岐吸気通路９の各々には、二次燃料噴射弁１７より上流
側に開閉弁２３が配置されている。主絞り弁２２には開
度センサ２４が設けられてその開度信号が制御回路１９
に入力される。制御回路１９は、エンジンの運転状態に
応じて前列におけると同様に燃料噴射弁１６，１７を作
動させるとともに、主絞り弁２２の開度とエンジン速度
に応じて開閉弁２３のための作動ソレノイド２５を作動
させる。第３図に示すように、開閉弁２３は主絞り弁２
２の開度とエンジン速度とに応じて高負荷高速運転時に
開かれる。<Second Embodiment> In the second embodiment of the present invention shown in FIG. 2, the primary branch intake passage 7 and the secondary branch intake passage 9 connected to the intake ports 4 and 5 are connected to a common surge tank 21. The main intake passage 20 is connected to the surge tank 21.
A main throttle valve 22 is provided in the main intake passage 20, and an opening / closing valve 23 is arranged upstream of the secondary fuel injection valve 17 in each of the secondary branch intake passages 9. The main throttle valve 22 is provided with an opening sensor 24, and the opening signal from the opening sensor 24 is sent to the control circuit 19.
Entered in. The control circuit 19 operates the fuel injection valves 16 and 17 in the same manner as in the front row in accordance with the operating state of the engine, and operates the solenoid 25 for the on-off valve 23 in accordance with the opening of the main throttle valve 22 and the engine speed. Operate. As shown in FIG. 3, the opening / closing valve 23 is the main throttle valve 2
It is opened during high-load high-speed operation according to the opening degree of 2 and the engine speed.
＜第３実施例＞ 第４図に示す本発明の第３実施例は、第２実施例の開閉
弁の代りに、二次吸気口を開閉する二次吸気弁の作動を
バルブセレクタにより制御するような構成を備えたもの
である。すなわち、燃焼室２に開口する一次吸気口４お
よび二次吸気口５の各々には、一次吸気弁２６および二
次吸気弁２７が設けられており、それぞれの吸気弁２
６，２７はカム２８，２９により開閉作動させられるよ
うになつているが、二次吸気弁２７には制御回路１９か
らの信号により作動するバルブセレクタ３０が設けられ
ており、このバルブセレクタ３０は、第３図に示す開閉
弁の開になる領域と同じ領域で作動し、カム２９により
二次吸気弁２７を開閉させ得るようにする。本例におい
ては、二次吸気弁２７は、低負荷運転時には開かれない
ので、二次分岐吸気通路９の管壁に付着している液状燃
料の壁面流が、高負荷運転からの減速時のため主絞り弁
２２を急激に閉じたとき一時に気化して燃焼室２に送り
込まれ、過濃混合気を生成する、という問題を防止する
ことができる。<Third Embodiment> In a third embodiment of the present invention shown in FIG. 4, instead of the opening / closing valve of the second embodiment, the operation of the secondary intake valve for opening and closing the secondary intake port is controlled by a valve selector. It has such a structure. That is, each of the primary intake port 4 and the secondary intake port 5 opening to the combustion chamber 2 is provided with a primary intake valve 26 and a secondary intake valve 27.
6, 27 are configured to be opened / closed by cams 28, 29, but the secondary intake valve 27 is provided with a valve selector 30 which operates in response to a signal from the control circuit 19. , The secondary intake valve 27 can be opened and closed by the cam 29 by operating in the same area as the opening and closing area shown in FIG. In this example, the secondary intake valve 27 is not opened during low load operation, so that the wall surface flow of the liquid fuel adhering to the pipe wall of the secondary branch intake passage 9 during deceleration from high load operation. Therefore, it is possible to prevent the problem that when the main throttle valve 22 is suddenly closed, it is vaporized at a time and is sent to the combustion chamber 2 to generate a rich mixture.
第１図は本発明の一実施例を示すエンジンの概略図、第
２図は本発明の他の実施例を示す第１図と同様な概略
図、第３図は第２図の実施例における開閉弁の作動を示
す図表、第４図は本発明のさらに他の実施例を示すエン
ジンの概略図である。 ２……燃焼室、４……一次吸気口、５……二次吸気口、
７……一次分岐吸気通路、９……二次分岐吸気通路、１
０……一次絞り弁、１２……二次絞り弁、１５……吸気
流量計、１９……制御回路。1 is a schematic view of an engine showing an embodiment of the present invention, FIG. 2 is a schematic view similar to FIG. 1 showing another embodiment of the present invention, and FIG. 3 is an embodiment of FIG. FIG. 4 is a schematic diagram showing the operation of the on-off valve, and FIG. 4 is a schematic diagram of an engine showing still another embodiment of the present invention. 2 ... Combustion chamber, 4 ... Primary inlet, 5 ... Secondary inlet,
7 ... Primary branch intake passage, 9 ... Secondary branch intake passage, 1
0 ... Primary throttle valve, 12 ... Secondary throttle valve, 15 ... Intake flow meter, 19 ... Control circuit.
Claims (1)
と、前記吸気通路の一方に設けられた第１燃料噴射弁
と、前記吸気通路の他方に設けられた第２燃料噴射弁
と、前記第１燃料噴射弁からエンジンの全運転領域で燃
料を噴射させ前記第２燃料噴射弁から高負荷運転領域で
燃料を噴射させる制御を行なう制御装置とからなるエン
ジンの燃料噴射装置において、前記第１燃料噴射弁は前
記第２燃料噴射弁よりも前記燃焼室から遠く離れて配置
されたことを特徴とするエンジンの燃料噴射装置。1. A plurality of intake passages opening to one combustion chamber, a first fuel injection valve provided in one of the intake passages, and a second fuel injection valve provided in the other of the intake passages. A fuel injection device for an engine, wherein the first fuel injection valve injects fuel in the entire operating region of the engine and the second fuel injection valve injects fuel in the high-load operating region. The fuel injection device for an engine, wherein the first fuel injection valve is arranged farther from the combustion chamber than the second fuel injection valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58209649A JPH0650094B2 (en) | 1983-11-08 | 1983-11-08 | Engine fuel injector |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58209649A JPH0650094B2 (en) | 1983-11-08 | 1983-11-08 | Engine fuel injector |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60101273A JPS60101273A (en) | 1985-06-05 |
| JPH0650094B2 true JPH0650094B2 (en) | 1994-06-29 |
Family
ID=16576293
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58209649A Expired - Lifetime JPH0650094B2 (en) | 1983-11-08 | 1983-11-08 | Engine fuel injector |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0650094B2 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6045300B2 (en) * | 1977-10-07 | 1985-10-08 | 日産自動車株式会社 | Internal combustion engine fuel supply system |
| JPS5810565B2 (en) * | 1977-12-19 | 1983-02-26 | 日産自動車株式会社 | Dual intake passage internal combustion engine |
| JPS56103635U (en) * | 1980-01-11 | 1981-08-13 |
-
1983
- 1983-11-08 JP JP58209649A patent/JPH0650094B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60101273A (en) | 1985-06-05 |
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