JPS5867964A - Fuel injection system of internal combustion engine - Google Patents
Fuel injection system of internal combustion engineInfo
- Publication number
- JPS5867964A JPS5867964A JP16671381A JP16671381A JPS5867964A JP S5867964 A JPS5867964 A JP S5867964A JP 16671381 A JP16671381 A JP 16671381A JP 16671381 A JP16671381 A JP 16671381A JP S5867964 A JPS5867964 A JP S5867964A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- pressure
- temperature
- intake pipe
- diaphragm chamber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/30—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
- F02M69/36—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 having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages
- F02M69/40—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 having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages using variably controlled air pressure, e.g. by modifying the intake air vacuum signal acting on the fuel metering device
-
- 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
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
-
- 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
- F02D41/08—Introducing corrections for particular operating conditions for idling
- F02D41/086—Introducing corrections for particular operating conditions for idling taking into account the temperature of the engine
-
- 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
- F02M3/00—Idling devices for carburettors
- F02M3/08—Other details of idling devices
- F02M3/09—Valves responsive to engine conditions, e.g. manifold vacuum
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0606—Fuel temperature
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は内燃機関の燃料噴射システム、特に温度補償手
段を具備する燃料噴射システムに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel injection system for an internal combustion engine, and more particularly to a fuel injection system provided with temperature compensation means.
内燃！＠関の燃料噴射システムの燃料噴射弁にお−て、
燃料温度が高くなったとき、特にｇ＆気管負圧が高い状
態のときには燃料噴射弁の噴口部で減圧沸騰の現象が起
り、期待した燃料量が供給できないことがある。このた
め、外気温が高いときにフィトリングが不安定にな抄、
著しい場合にはエンジンストールを起すおそれがあるＯ
最近の内燃機関の燃料噴射システムでは、排気ガス中の
酸素濃度を検出してこれを燃料供給系にフィードバラフ
レ、適正空燃比となる°ように燃料噴射弁の開弁時間を
ル１］机する方式がとられるようになり、このため上記
のような間−の発生は少なくなってきた。しかしながら
、排気ガス中Ｏｒａ素一度検出忙一般に使用されて−る
Ｏｓ七ンサが作動しない条件時、例えば排−ガス濡が低
−ときには依然として前記のような間融が起る・
燃料温度が上昇すると燃料噴射弁から噴射される燃料量
が減少する現象に″）−て、第１図に示す実験結果によ
り説岨する。第１図は横軸に焼料温度（℃）、縦軸に燃
料温［２０℃のときの燃料噴射量を１とした場合の各温
度での燃料噴射量の低減率を％で示して−る。Internal combustion! At the fuel injection valve of @Seki's fuel injection system,
When the fuel temperature becomes high, especially when the g&tracheal negative pressure is high, a phenomenon of reduced pressure boiling occurs at the injection port of the fuel injection valve, and the expected amount of fuel may not be supplied. For this reason, when the outside temperature is high, phyto-ring becomes unstable,
In severe cases, there is a risk of engine stalling. Recent fuel injection systems for internal combustion engines detect the oxygen concentration in the exhaust gas and feed it to the fuel supply system to maintain the proper air-fuel ratio. A system has been adopted in which the opening time of the fuel injection valve is controlled, and as a result, the occurrence of the above-mentioned pauses has become less frequent. However, under conditions in which the commonly used oscillator, which detects Ora elements in exhaust gas, does not operate, for example when exhaust gas wetness is low, the above-mentioned fusion still occurs.・If the fuel temperature rises, Due to the phenomenon in which the amount of fuel injected from the fuel injection valve decreases, the explanation is based on the experimental results shown in Figure 1. In Figure 1, the horizontal axis shows the firing temperature (℃) and the vertical axis shows the fuel temperature. [The reduction rate of the fuel injection amount at each temperature is shown in % when the fuel injection amount at 20° C. is set to 1.
ｖ＆鼠管内に電磁式燃料噴射弁で一定時間ガソリンを噴
射したとき、吸気管内の負圧が５００ｍ １４ ｇの場
合に燃料温度が２０℃から６０℃に上昇すれば１０％も
燃料が減少する。吸気管内の負圧が小さくなって大気圧
に近ずくと４２０■Ｈｇ 、 ３６０ ｓａｎｇ 、
１．１！ Ｏ’ｗＨｇと埴−次燃料温度上昇による燃料
減少率が小さくなる。吸気管内負圧がＩＱ ０１１１１
１）ｉｇ以下の高負荷運転ではほとんと同一はな−。問
題が大きいのは吸気管内負圧がＳＯＯ■ＨｇＮ度になる
場合であって、２０℃で空燃比を１４程度に設定されて
いたものが６０℃で空燃比が１６程度となる。現在、ア
イドリング時に空燃比１５以上で運転することは困輸で
エンジン社不安定にならざるを得が一部
本発明は、燃料噴射システムにおいて、燃料温度を検出
してその湿度が所定値、例えば５０℃以下で唸プレッシ
ャレギュレータによって燃料圧力の暖気管内負圧との差
圧を所定に維持せ設定燃料圧力を高圧鈍に変更するよう
に制御するととによ抄上記の問題を解決せんとするもの
である。When gasoline is injected into the V&G pipe for a certain period of time using an electromagnetic fuel injection valve, if the negative pressure in the intake pipe is 500 m 14 g and the fuel temperature rises from 20°C to 60°C, the amount of fuel will decrease by 10%. When the negative pressure inside the intake pipe decreases and approaches atmospheric pressure, the pressure increases to 420 ■Hg, 360 sang,
1.1! The fuel reduction rate due to O'wHg and the fuel temperature rise becomes smaller. Negative pressure in the intake pipe is IQ 01111
1) In high load operation below ig, it is almost the same. The problem is serious when the negative pressure in the intake pipe becomes SOO■HgN degrees, and the air-fuel ratio, which was set at about 14 at 20°C, becomes about 16 at 60°C. Currently, it is difficult to operate at an air-fuel ratio of 15 or more during idling, and the engine becomes unstable. However, the present invention is a fuel injection system that detects the fuel temperature and adjusts the humidity to a predetermined value, e.g. To solve the above problem, the pressure difference between the fuel pressure and the negative pressure in the warm air pipe is maintained at a predetermined level using a whirring pressure regulator at 50°C or below, and the set fuel pressure is controlled to be changed to a high pressure and a blunt pressure. It is.
以下、本発明を第２図に示す実−例にょ９説明する。
１５′１−−
図において１は燃料ポンプ蚕、その吸入口１１から燃料
タンク（図示せず）の燃料を吸入し、吐出口ｌＪ！から
燃料を燃料パイプ２に圧送する作用をなす。The present invention will be explained below using an example shown in FIG.
15'1-- In the figure, 1 is a fuel pump, which sucks fuel from a fuel tank (not shown) through its suction port 11, and its discharge port lJ! The function is to forcefully feed fuel from the fuel pipe 2 to the fuel pipe 2.
燃料パイプ２には、燃料噴射−弁３と、プレッシャレギ
ュレータ４と温度スイッチ５が設置しである。そして燃
料パイプ２内に圧送された燃料の一部は燃料噴射弁３か
ら内燃機関の吸気管６に噴射され、残りはプレッシャレ
ギュレータけたソレノイド３１、プランジャ、Ｓ ２に
付勢するスプリング３３、プランジャ３２の先端に形成
されたニードル３４、ニードル３４とともに燃料噴出口
を形成するバルブシート３５とよ抄構成され、燃料噴出
口が吸気管６内に臨んで−る。そしてコンピュータの信
号によりソレノイド３１に通電されるとプランジャ３２
がスプリング３３に抗して上方ヘシフトし、ニードル３
４とバルブシート３５の間隙よ抄燃料が＠気管６内に噴
射される。A fuel injection valve 3, a pressure regulator 4, and a temperature switch 5 are installed in the fuel pipe 2. A part of the fuel pressure-fed into the fuel pipe 2 is injected from the fuel injection valve 3 into the intake pipe 6 of the internal combustion engine, and the rest is a pressure regulator solenoid 31, a plunger, a spring 33 that biases S2, and a plunger 32. A needle 34 is formed at the tip of the valve seat 35, and a valve seat 35 forms a fuel injection port together with the needle 34, and the fuel injection port faces into the intake pipe 6. When the solenoid 31 is energized by a computer signal, the plunger 32
is shifted upward against the spring 33, and the needle 3
The fuel is injected into the trachea 6 through the gap between the valve seat 35 and the valve seat 35.
プレッシャレギュレータ番は主として、ケーシング４１
、ダイアプラム４２、スプリング４５、スプリングリテ
ーナ４４、バルブリテーナ４５、パルプ４６、リベット
４７により構成されている◎
ダイアフラム４２はケーシング４１内を上下に二分し、
上部に第１のダイアプラナ室４２１、下部にＭ２のダイ
７プラム室４２２を構成せしめる。第１のダイアプラム
室４２１にはケーシング４１に設けた＠−）４１１を介
して大気または吸気管６内の負圧が導入される。第２の
ダイアフラム室４２２にはケーシング４１に設けたメー
ト４１３を介して上記燃料パイプ２より燃料が導入され
る。ダイアフラム４２の中央部の上下面にはスプリング
リテーナ４４およびバルブリテーナ４５が配され、これ
等はその間にダイアプラム４２を挾んでリベット４フで
固着されている。第１のダイアプラム室４２１に設けら
れたスプリング４３はスプリングリテーナ４４を介して
ダイアフラム４２を下方へ押している＠パルプ４６は、
バルブリテーナ４５から第８のダイアプラム室４ｊ！２
内を下方へ突出し、ケーシング４１に設けられ燃料タン
クと連通ずる開口４１４に形成したバルブシートａｘｇ
を開閉する。これによ鴫第１のダイアツクふ室４８２に
導入された燃料を燃料タンクへ戻してダイアフラ五室４
２ｚ内の燃料圧力を調整する。The pressure regulator number is mainly casing 41.
, a diaphragm 42, a spring 45, a spring retainer 44, a valve retainer 45, a pulp 46, and a rivet 47. The diaphragm 42 divides the inside of the casing 41 into upper and lower parts,
A first diaplanar chamber 421 is configured in the upper part, and an M2 die 7 plum chamber 422 is configured in the lower part. Atmospheric air or negative pressure within the intake pipe 6 is introduced into the first diaphragm chamber 421 via a @-) 411 provided in the casing 41 . Fuel is introduced into the second diaphragm chamber 422 from the fuel pipe 2 via a mate 413 provided in the casing 41. A spring retainer 44 and a valve retainer 45 are arranged on the upper and lower surfaces of the central portion of the diaphragm 42, and these are fixed with rivets 4 with the diaphragm 42 sandwiched between them. The spring 43 provided in the first diaphragm chamber 421 pushes the diaphragm 42 downward via the spring retainer 44 @Pulp 46
From the valve retainer 45 to the eighth diaphragm chamber 4j! 2
A valve seat axg is formed in an opening 414 that protrudes downward from the inside and is provided in the casing 41 and communicates with the fuel tank.
Open and close. As a result, the fuel introduced into the first diaphragm chamber 482 is returned to the fuel tank.
Adjust the fuel pressure in 2z.
燃料圧力はスプリング４３自体の付勢力と第１のダイア
プラム室４２１内の圧力により決まる。スプリング４３
の付勢力は、例えＦｉ＠１および第２のダイアプラム室
４２１．４１＆２内の差圧がＬ ５ ｋｐ／ｃ−を越え
たとき、に−ダイア７う＾４２が第１のダイアプラム室
４２１方向へ変位し、これＫよりパルプ４６がバルブシ
ート４１２から離れて開弁するように設定される。The fuel pressure is determined by the biasing force of the spring 43 itself and the pressure within the first diaphragm chamber 421. Spring 43
For example, when the differential pressure in Fi@1 and the second diaphragm chamber 421. The pulp 46 is displaced from the valve seat 412 and the valve is opened.
＠気管６からプレツシャレギュレ−１の第１のダイアプ
ラム室４２１への負圧の導入は負圧切替え弁ツを介して
行なわれる。負圧切替え弁７はソレノイド式の三方弁で
あって、ケーシング７１、プランジャマ２、その先端に
形成したパルプ７３、−プランジャ？２の外周に設けた
ソレノイド叩４、プランジャに付勢するスプリングフ５
、ケーシング７１０３個所に設けた開口’７６、？ ？
、フ８により構成されている。開口フ６は！Ｊ＆気管６
へ、開ロア７はプレッシャレギュレータ４の第１のダイ
アプラム室４２１へ、開ロア８は大気へ、それぞれ導通
している。バルブ７３はソレノイド７４に通電されない
ときはスプリング７５の付勢力で開ロア３を閉じ開口フ
７と開ロア８を導通させ、ソレノイド７４に通電される
ときはスプリング７５に抗して上方ヘシフトし、開口ア
ロと開ロア８とを遮断し、開口アロと開ロフ７とを導通
させる。ソレノイド７４への電流はバッテリ８から供給
され、温度スイッチ５を介して燃料パイプ２に接地され
る０
温度スイッチ心は燃料パイプ２内の燃料温度を検知する
もので、燃料温度が所定値、例えば５０”Ｃ以下では閉
、 ５０℃を越えると開となるように作動する。Negative pressure is introduced from the trachea 6 to the first diaphragm chamber 421 of the pressure regulator 1 via a negative pressure switching valve. The negative pressure switching valve 7 is a solenoid type three-way valve, and includes a casing 71, a plunger 2, a pulp 73 formed at its tip, and a plunger? Solenoid tap 4 provided on the outer periphery of 2, spring 5 that biases the plunger
, 7103 openings in the casing '76, ? ?
, F8. Opening 6! J & trachea 6
The open lower 7 is electrically connected to the first diaphragm chamber 421 of the pressure regulator 4, and the open lower 8 is electrically connected to the atmosphere. When the solenoid 74 is not energized, the valve 73 closes the opening lower 3 by the biasing force of the spring 75, making the opening flap 7 and the opening lower 8 conductive, and when the solenoid 74 is energized, it is shifted upward against the spring 75, The opening arrow and the opening lower 8 are cut off, and the opening arrow and the opening lower 7 are electrically connected. Current to the solenoid 74 is supplied from the battery 8 and is grounded to the fuel pipe 2 via the temperature switch 5. The temperature switch core detects the fuel temperature in the fuel pipe 2, and when the fuel temperature reaches a predetermined value, e.g. It closes when it is below 50"C and opens when it exceeds 50"C.
以上のように構成した燃料噴射システムにお−て、燃料
パイプ２内の燃料温度が５０℃以丁のときは湿度スイッ
チ６が閉で、負圧切替え弁７のソレノイド叩４に通電さ
れ、パルプ’Ｆ３ｉｊ開ロフ６と開ロフ７を導通させ、
吸気管２内の負圧はプレッシャレギュレータ４のＪｌｌ
ｌのダイアフラム室４！！ｌに導入される。プレッシャ
レギュレータ４は第２のダイアフラム室４２２と導通す
る燃料パイプ２内の燃料圧と吸気管６内の圧力との差圧
を２．５ ｋｇ／ｃｄに調節するため、燃料噴射弁３社
差圧２−５ Ｉ９／ｃ−で吸気管２内に燃料を噴射する
。In the fuel injection system configured as described above, when the fuel temperature in the fuel pipe 2 is 50°C or less, the humidity switch 6 is closed, the solenoid taper 4 of the negative pressure switching valve 7 is energized, and the pulp 'F3ij Open Loft 6 and Open Loft 7 are electrically connected,
The negative pressure in the intake pipe 2 is the Jll of the pressure regulator 4.
Diaphragm chamber 4 of l! ! introduced into l. The pressure regulator 4 adjusts the pressure difference between the fuel pressure in the fuel pipe 2 communicating with the second diaphragm chamber 422 and the pressure in the intake pipe 6 to 2.5 kg/cd. 2-5 Inject fuel into the intake pipe 2 at I9/c-.
燃料パイプ２内の燃料温度が５０℃を越えるときは、湿
度スイッチ６が開となり、負圧切替え弁７のソレノイド
７番の通電が停止され、バルプフ３は開ロフ６を閉じる
とともに開口フッと一ロフ８とを導通させるので、プレ
ッシャレギュレータ番の第１のダイアフラムＩＥ４２１
へは大気が導入される。プレッシャレギュレータ４は大
気圧と燃料圧との差圧を２．５ ’ｔｌｃｄ Ｉ／Ｃ調
節するため、燃料噴射弁３は吸気管６内の圧力にかかわ
らず大気との差圧２−５ ｋｇ ／ｃｉで燃料を吸気管
６内へ噴射する。従シて、吸誠管６内の負圧が例えｉｊ
５０ ｏ ｗｍｌｌｇ （Ｑ ６ ？ ５１９／ｃｊ
）の場合、差圧器１７５Ｊ９／−で燃料を噴射すると
とＫなり、燃料低温時に差圧＆ ５ ｊ９／ｃ−で噴射
するのに比べ１３％の燃料増とすることができるのであ
る。When the fuel temperature in the fuel pipe 2 exceeds 50°C, the humidity switch 6 is opened, the energization of solenoid No. 7 of the negative pressure switching valve 7 is stopped, and the valve valve 3 closes the opening valve 6 and closes the opening valve. 8, so the first diaphragm IE421 of the pressure regulator number
Atmosphere is introduced into the Since the pressure regulator 4 adjusts the differential pressure between the atmospheric pressure and the fuel pressure by 2.5'tlcd I/C, the fuel injection valve 3 adjusts the differential pressure between the atmospheric pressure and the atmosphere by 2-5 kg/C regardless of the pressure inside the intake pipe 6. Fuel is injected into the intake pipe 6 at ci. Therefore, if the negative pressure inside the suction pipe 6 is ij
50 o wmllg (Q 6? 519/cj
), if the fuel is injected with the differential pressure 175J9/-, the amount of fuel will be K, and the amount of fuel can be increased by 13% compared to when the fuel is injected with the differential pressure &5j9/c- when the fuel temperature is low.
なシ上記実施例では負圧切替え弁７０制御社温度スイッ
チ５を用いて２段階制御としたが、温度スイッチに代え
て温度センサを用い、またソレノイド７１としてリニア
ツレメイドを用い、これをコンピュータ制御してバルブ
７３の位置を燃料温度に応じた位１ｆＫ連続的に変化さ
せるようにしてもよψ。このようにすれば、プレッシャ
レギュレータ４の第１のダイアフラム室４２１に導入さ
れる負圧は適当に大気で薄めら蜆プレッシャレギュレー
タの設定圧を無段階に制御することが可能となる。In the above embodiment, a negative pressure switching valve 70 and a control company temperature switch 5 were used for two-step control, but a temperature sensor was used in place of the temperature switch, and a linear remade was used as the solenoid 71, and this was controlled by a computer. Then, the position of the valve 73 may be continuously changed by about 1fK according to the fuel temperature ψ. In this way, the negative pressure introduced into the first diaphragm chamber 421 of the pressure regulator 4 is appropriately diluted with the atmosphere, and the set pressure of the pressure regulator can be controlled steplessly.
以上説明したように本発明によれば、内燃機関の燃料噴
射システムＫｌいて、燃料供給通路内の燃料温度を検出
し、これが所定値より本高くなったときにはプレッシャ
レギュレータの設定圧を上けるようにしたことにより、
燃料温度上昇による燃料噴射量の低下を補償することが
でき、燃料高温時における内燃機関のアイドリングの不
安定を防止することができる。そして本発明ではプレッ
シャレギュレータの設定圧を上ける手段としてプレッシ
ャレギュレータへの吸気管負圧の導入を制限または停止
するようＫしたので、プレッシャレギュレータの設定圧
を温度補償が必要な内燃機関の低負荷運転時に高くする
ことができるとともに、高負荷運転時には不必要な補償
がなされず、供給燃料が過多になること社ない。As explained above, according to the present invention, the fuel injection system of the internal combustion engine detects the fuel temperature in the fuel supply passage, and when the temperature becomes higher than a predetermined value, the set pressure of the pressure regulator is increased. By doing this,
It is possible to compensate for a decrease in the fuel injection amount due to a rise in fuel temperature, and it is possible to prevent unstable idling of the internal combustion engine when the fuel temperature is high. In the present invention, as a means to increase the set pressure of the pressure regulator, the introduction of intake pipe negative pressure to the pressure regulator is limited or stopped, so that the set pressure of the pressure regulator can be adjusted to a low load of an internal combustion engine that requires temperature compensation. It is possible to increase the fuel consumption during operation, and unnecessary compensation is not performed during high-load operation, so that there is no need to supply too much fuel.
第１図は燃料温度による燃料噴射量の変化を示す図、第
２ｖ４は本発明の実施例システムの構成図である・
１・・・・・・燃料〆ンプ ２・・・・・・燃料パイ
プ３・・・・・・燃料噴射弁 番・・・・・・プレッ
シャレギュレータ５・・・・・・温度スイッチ ６・
・・・・・＠ＸＸラフ・・・・・負圧切替え弁
代理人 弁理士 伊 藝 求 馬
第１図
（０ん）
燃料沼座（’Ｃ）
町、
第１頁の続き
０発 明 者 菰田孝夫
豊田型トヨタ町１番地トヨタ自
動車工業株式会社内
０発 明 者 浜西万亀夫
豊田型トヨタ町１番地トヨタ自
動車工業株式会社内
■出 願 人 トヨタ自動車株式会社
豊田市トヨタ町１番地Fig. 1 is a diagram showing changes in fuel injection amount depending on fuel temperature, and Fig. 2v4 is a configuration diagram of an embodiment system of the present invention. 1... Fuel pump 2... Fuel pipe 3...Fuel injection valve No....Pressure regulator 5...Temperature switch 6.
...@XX Rough... Negative pressure switching valve agent Patent attorney Motomu Italy Fig. 1 (0) Fuel Numaza ('C) Town, Continued from page 1 0 Inventor Takao Komoda Toyota Motor Corporation, 1 Toyota-cho, Tokyo Inventor: Makameo Hamanishi, Toyota Motor Corporation, 1 Toyota-cho, Toyota Motor Corporation Applicant: Toyota Motor Corporation, 1 Toyota-cho, Toyota-shi
Claims (1)
タによって圧力調整され燃料噴射弁によって吸気管内に
噴射される形式の内燃機関の燃料噴射システムにお−で
、吸気管内負圧重たは大気を導入するＩＫｌのダイア７
テ五室およ−び該ダイアフラム室とダイア７う五によや
区画され燃料供給通路の燃料を導入する第２のダイアプ
ラム室を有し両ダイアフラム室の差圧を所定値に調節す
るようになしたプレッシャレギュレータと、燃料供給通
路の燃料の温度を検出する温度検出手段と、上記プレッ
シャレギュレータの第１のダイアプラム室に吸気管内負
圧また社大気を切替え導入せしめる負圧切替え手段とを
具備し、燃料温度が所定値以下のときは第１のダイアプ
ラム室に吸気管内負圧を導入し、燃料温度が所定値を越
えたときに社第１のダイアフラム室に大気を導入せしめ
、燃料高温時には高圧で燃料を噴射せしめるようになし
た内燃機関の燃料噴射システム。IKl that introduces negative pressure or atmospheric pressure into the intake pipe of a fuel injection system of an internal combustion engine in which the pressure of the fuel that is pressure-fed into the fuel supply passage is regulated by a pressure regulator and then injected into the intake pipe by a fuel injection valve. diamond 7
It has a second diaphragm chamber which is partitioned between the diaphragm chamber and the diaphragm chamber and which introduces the fuel in the fuel supply passage, so as to adjust the differential pressure between the two diaphragm chambers to a predetermined value. the pressure regulator; temperature detection means for detecting the temperature of the fuel in the fuel supply passage; and negative pressure switching means for selectively introducing the intake pipe internal negative pressure or the company atmosphere into the first diaphragm chamber of the pressure regulator. When the fuel temperature is below a predetermined value, negative pressure is introduced into the first diaphragm chamber, and when the fuel temperature exceeds a predetermined value, atmospheric air is introduced into the first diaphragm chamber, and when the fuel temperature is high, high pressure is introduced. A fuel injection system for an internal combustion engine that injects fuel.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16671381A JPS5867964A (en) | 1981-10-19 | 1981-10-19 | Fuel injection system of internal combustion engine |
| US06/434,540 US4522177A (en) | 1981-10-19 | 1982-10-15 | Temperature compensated fuel injection system for internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16671381A JPS5867964A (en) | 1981-10-19 | 1981-10-19 | Fuel injection system of internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5867964A true JPS5867964A (en) | 1983-04-22 |
Family
ID=15836371
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16671381A Pending JPS5867964A (en) | 1981-10-19 | 1981-10-19 | Fuel injection system of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5867964A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4635603A (en) * | 1984-05-08 | 1987-01-13 | Nissan Motor Co., Ltd. | Fuel pressure control system for internal combustion engine |
| US4671240A (en) * | 1985-01-31 | 1987-06-09 | Toyota Jidosha Kabushiki Kaisha | Fuel injection system for an internal combustion engine |
| JPS62204080U (en) * | 1986-06-18 | 1987-12-26 | ||
| WO2008149383A1 (en) * | 2007-06-08 | 2008-12-11 | Ucal Fuel Systems Limited | Fuel injection system of a vehicle |
| WO2008149385A1 (en) * | 2007-06-08 | 2008-12-11 | Ucal Fuel Systems Limited | Variable pressure fuel injection system of a vehicle |
-
1981
- 1981-10-19 JP JP16671381A patent/JPS5867964A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4635603A (en) * | 1984-05-08 | 1987-01-13 | Nissan Motor Co., Ltd. | Fuel pressure control system for internal combustion engine |
| US4671240A (en) * | 1985-01-31 | 1987-06-09 | Toyota Jidosha Kabushiki Kaisha | Fuel injection system for an internal combustion engine |
| JPS62204080U (en) * | 1986-06-18 | 1987-12-26 | ||
| WO2008149383A1 (en) * | 2007-06-08 | 2008-12-11 | Ucal Fuel Systems Limited | Fuel injection system of a vehicle |
| WO2008149385A1 (en) * | 2007-06-08 | 2008-12-11 | Ucal Fuel Systems Limited | Variable pressure fuel injection system of a vehicle |
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