JPS5925046A - Fuel injection apparatus for two intake system internal combustion engine - Google Patents
Fuel injection apparatus for two intake system internal combustion engineInfo
- Publication number
- JPS5925046A JPS5925046A JP13601582A JP13601582A JPS5925046A JP S5925046 A JPS5925046 A JP S5925046A JP 13601582 A JP13601582 A JP 13601582A JP 13601582 A JP13601582 A JP 13601582A JP S5925046 A JPS5925046 A JP S5925046A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake valve
- fuel
- fuel injection
- valve
- 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
- 239000000446 fuel Substances 0.000 title claims abstract description 60
- 238000002347 injection Methods 0.000 title claims abstract description 38
- 239000007924 injection Substances 0.000 title claims abstract description 38
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 33
- 230000003111 delayed effect Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 4
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は１気筒につき第１および第２の２個の吸気弁
を備えるとともに各気筒毎に燃料噴射弁が設けられた２
吸気系内燃機関の燃料噴射装置の改良に関する。DETAILED DESCRIPTION OF THE INVENTION This invention provides two intake valves for each cylinder, a first and a second intake valve, and a fuel injection valve for each cylinder.
This invention relates to improvements in fuel injection devices for intake system internal combustion engines.
燃料噴射装置により燃料を供給するようにした内燃機関
においては、吸気弁の開き始めの時期において、燃焼室
内の既燃ガスが該吸気弁の開口部を介して吸気管に吹き
返えされ、これによって、燃料噴射装置から吸気管内に
噴射された燃料も吹き返されることがある。In an internal combustion engine in which fuel is supplied by a fuel injection device, when the intake valve begins to open, burnt gas in the combustion chamber is blown back into the intake pipe through the opening of the intake valve. As a result, fuel injected from the fuel injection device into the intake pipe may also be blown back.
この場合、燃料が吹き返えされて、燃焼室内に入るタイ
ミングが遅れ、エンジン負荷が急変した場合に、負荷に
応じた燃料が燃焼室内に供給されないため、失火を生じ
るという問題点がある。In this case, there is a problem in that fuel is blown back and the timing of entering the combustion chamber is delayed, and when the engine load suddenly changes, fuel is not supplied into the combustion chamber according to the load, resulting in a misfire.
また、機関が多気筒の場合、各気筒の燃焼室に供給され
る燃料量にばらつきが生じ、このため、リーン燃焼の限
界点が低くなるという問題点がある。Furthermore, when the engine has multiple cylinders, there is a problem in that the amount of fuel supplied to the combustion chamber of each cylinder varies, which lowers the limit point of lean combustion.
この発明は上記従来の問題点に鑑みてなされたものであ
って、燃料噴射弁から噴射された燃料が燃焼室内に残る
既燃ガスによって吹き返されないようにした２吸気系内
燃機関の燃料噴射装置を提供することを目的とする。This invention has been made in view of the above conventional problems, and is a fuel injection device for a two-intake internal combustion engine that prevents fuel injected from a fuel injection valve from being blown back by burnt gas remaining in a combustion chamber. The purpose is to provide
この発明は、１気筒につき第１および第２の２個の吸気
弁を備えるとともに各気筒毎に燃料噴射弁が設けられた
２吸気系内燃機関の燃料噴射装置において、前記第１の
吸気弁に対し第２の吸気弁の開弁時期を遅らせるととも
に、前記第２の吸気弁側に前記燃料噴射弁を配置するこ
とにより上記目的を達成するものである。The present invention provides a fuel injection device for a two-intake system internal combustion engine, in which each cylinder is provided with two intake valves, a first and a second intake valve, and each cylinder is provided with a fuel injection valve. On the other hand, the above object is achieved by delaying the opening timing of the second intake valve and arranging the fuel injection valve on the second intake valve side.
また、前記第２の吸気弁の開弁時期を、前記第１の吸気
弁開弁により燃焼室内の圧力が吸気管圧力と略等しくな
る時とすることにより上記目的を達成するものである。Further, the above object is achieved by opening the second intake valve at a time when the pressure in the combustion chamber becomes substantially equal to the intake pipe pressure due to the opening of the first intake valve.
以下本発明の実施例を図面を参照して説明する。Embodiments of the present invention will be described below with reference to the drawings.
この実施例は、４気筒エンジンにつき、点火時期に同期
してグループ噴射を行うようにした場合の燃料噴射装置
である。This embodiment is a fuel injection device for a four-cylinder engine in which group injection is performed in synchronization with the ignition timing.
この実施例は、１気筒につき第１および第２の２個の吸
気弁１および２を備えるとともに各気筒毎に燃料噴射弁
３が設けられた２吸気系内燃機関の燃料噴射装置におい
て、前記第１の吸気弁１に対し第２の吸気弁２の開弁時
期を遅らせるとともに、前記第２の吸気弁２側の第２の
吸気通路４Ｂに前記燃料噴射弁３を配置を配置したもの
である。This embodiment is a fuel injection system for a two-intake system internal combustion engine, which has two intake valves 1 and 2, a first and second intake valve, per cylinder, and a fuel injection valve 3 for each cylinder. The opening timing of the second intake valve 2 is delayed relative to the first intake valve 1, and the fuel injection valve 3 is arranged in the second intake passage 4B on the side of the second intake valve 2. .
図の符号４△は第１の吸気弁１側の第１の吸気通路、５
は点火プラグ、６および７は第１および第２の排気弁、
１Ａおよび２Ａは第１の吸気ボー１〜および第２の吸気
ボート、６Ａ、７Ａは第１の排気ボートおよび第２の排
気ボート、１ｏは排気通路をそれぞれ示す。The symbol 4△ in the figure indicates the first intake passage on the side of the first intake valve 1;
is a spark plug, 6 and 7 are first and second exhaust valves,
1A and 2A indicate first intake boats 1 to 2, 6A and 7A indicate first exhaust boats and second exhaust boats, and 1o indicates an exhaust passage, respectively.
前記第１の吸気弁１と第２の吸気弁２の開弁時期のずれ
は、これら吸気弁１および２を駆動するカム８および９
のプロフィールを変えることによって、選択される。The difference in opening timing between the first intake valve 1 and the second intake valve 2 is caused by the cams 8 and 9 that drive these intake valves 1 and 2.
selected by changing the profile of
これらのカム８および９のプロフィールは、前記第２の
吸気弁２の開弁時期が、前記第１の吸気弁１の開弁によ
り燃焼室内の圧力が吸気管圧力と略等しくなる時となる
ようにするのが最適である。The profiles of these cams 8 and 9 are such that the second intake valve 2 opens when the first intake valve 1 opens and the pressure inside the combustion chamber becomes approximately equal to the intake pipe pressure. It is best to do so.
すなわち第２図に示されるように、上死点（ＴＤＣ）に
対してクランク角度す度先行した位置で第１の吸気弁１
が開弁されるとすると、このｂ度よりも小さいａ度先行
する位置で第２の吸気弁２３−
が開かれるようにする。また、これら吸気弁１および２
の閉弁時期は同一とする。In other words, as shown in FIG. 2, the first intake valve 1
When the second intake valve 23- is opened, the second intake valve 23- is opened at a position a degree earlier than this degree b. In addition, these intake valves 1 and 2
The valve closing timing is the same.
次に上記実施例の作用を説明する。Next, the operation of the above embodiment will be explained.
４気筒エンジンにおいてグループ噴射を行う場合は、各
気筒の点火順序が１−３−４−２の時、第１および第４
気筒点火時あるいは第２および第３気筒点火時−に燃料
噴射弁３から燃料が噴射されるが、この実施例において
は、第３図に示されるように、第１および第４気筒が点
火される時燃料が噴射されるとする。When performing group injection in a 4-cylinder engine, when the firing order of each cylinder is 1-3-4-2, the first and fourth
Fuel is injected from the fuel injection valve 3 when the cylinder is ignited or when the second and third cylinders are ignited. In this embodiment, as shown in FIG. 3, the first and fourth cylinders are ignited. Assume that fuel is injected when
例えば第４気筒が第２図においてＤ点で点火されたとす
ると、第１気筒では排気行程から吸気行程に移る状態に
ありこの時点で燃料噴射が開始されることになる。For example, if the fourth cylinder is ignited at point D in FIG. 2, the first cylinder is in a state where it is moving from the exhaust stroke to the intake stroke, and fuel injection will start at this point.
前記り点よりわずかに遅れたＡ点において第１の吸気弁
１が開かれ次いでＢ点において第２の吸気弁２が開かれ
る。The first intake valve 1 is opened at point A, which is slightly later than the above point, and then the second intake valve 2 is opened at point B.
第１図はこのＢ点における第４気筒の状態を示すもので
あり、第２の吸気弁２が開かれようとする時は、既に第
１の吸気弁１が開かれ、燃焼室内４−
の既燃ガスの吹き返しが、開かれた第１の吸気ホード１
△から第１の吸気通路４Ａ内に発生する。FIG. 1 shows the state of the fourth cylinder at point B. When the second intake valve 2 is about to open, the first intake valve 1 has already been opened and the combustion chamber 4- is opened. The burnt gas blows back through the opened first intake hoard 1
It occurs in the first intake passage 4A from Δ.
この時、第２の吸気弁２は閉じられているので燃料噴射
弁３から噴射された燃料は既燃ガスによって吹き返され
ることはない。At this time, since the second intake valve 2 is closed, the fuel injected from the fuel injection valve 3 is not blown back by the burnt gas.
次いで第２の吸気弁２が開れ、第２の吸気ボート２Ａか
ら燃焼室内に、燃料噴射弁から噴射された燃料および既
に噴射され吸気弁２近傍に付着していた燃料が到達する
時は、該燃焼室内の圧力と吸気管圧力がほぼ等しくなっ
ているので、第２の吸気ボート２Ａから燃焼室内に入っ
た燃料が吹き返されることはない（第２図Ｃ点、第４図
参照）。Next, the second intake valve 2 is opened, and when the fuel injected from the fuel injection valve and the fuel that has already been injected and adhered to the vicinity of the intake valve 2 arrive from the second intake boat 2A into the combustion chamber, Since the pressure within the combustion chamber and the intake pipe pressure are approximately equal, the fuel that has entered the combustion chamber from the second intake boat 2A is not blown back (see point C in FIG. 2 and FIG. 4).
、また燃料噴射が点火に同期しない気筒すなわち第２お
よび第３気筒の場合においても、前記第１および第４気
筒の場合と同様に、燃料噴射時に既燃ガスの吹き返しが
ないために、第２の吸気弁２の近傍に溜っている燃料が
スムーズに燃焼室内に供給されることになる。, Also in the case of the second and third cylinders where fuel injection is not synchronized with ignition, as in the case of the first and fourth cylinders, there is no blowback of burned gas during fuel injection, so the second The fuel accumulated near the intake valve 2 is smoothly supplied into the combustion chamber.
第５図は、前記吸気弁１側に燃料噴射装置を配置して第
１の吸気ボート１Ａに燃料を噴射した場合ト、本実施例
の場合と、におけるリーン燃焼限界（トルク変動で示し
である）の実測値を示す線図である。FIG. 5 shows the lean combustion limit (indicated by torque fluctuation) in the case where a fuel injection device is disposed on the intake valve 1 side and fuel is injected into the first intake boat 1A. ) is a diagram showing actual measured values.
この図からもわかるように、遅れて開弁する第２の吸気
弁２側に燃料噴射した本実施例の場−合は、第１の吸気
弁１側に噴射した場合（従来例に相当する）と比較しそ
リーン燃焼の限界点が空燃比にして２．５拡大された。As can be seen from this figure, in the case of this embodiment in which fuel is injected to the second intake valve 2 side which opens with a delay, when fuel is injected to the first intake valve 1 side (corresponding to the conventional example) ), the limit point for lean combustion has been expanded by 2.5 in terms of air-fuel ratio.
なお、前記実施例は、各気筒に配置された全噴射弁を２
つのグループに分け、各グループの噴射弁を同時に作動
させて燃料噴射を行うグループ噴射の場合のものである
が、本発明はこれに限定されるものでなく、全噴射弁を
同時に作動させる場合、あるいは各気筒の吸気工程に燃
料を噴射するようにした独立噴射の場合にも影響される
ものである。この発明は、独立噴射の燃料噴射装置に適
用すると、さらに良好な結果が得られる。In addition, in the above embodiment, the number of all injection valves arranged in each cylinder is two.
The present invention is not limited to this, and when all the injection valves are operated simultaneously, the present invention is not limited to this. Alternatively, it is also affected by independent injection in which fuel is injected during the intake stroke of each cylinder. When this invention is applied to an independent fuel injection system, even better results can be obtained.
本発明は上記のように構成したので、燃料噴射弁より噴
射された燃料が燃焼案内の既燃ガスの吹き返しによって
吸気通路に吹き返されることがなく、従って、燃料が応
答性よく燃焼室内に供給されることによって、エンジン
負荷の急変時においても失火状態の発生を防止すること
ができ、また、多気筒エンジンの場合は、各気筒に供給
される燃料量のばらつきが小さくなるので、リーン燃焼
限界が増大され、従って、ドライバビリティおよび排気
エミッションの改善並びに燃費の向上を図ることができ
るという優れた効果を有する。Since the present invention is configured as described above, the fuel injected from the fuel injection valve is not blown back into the intake passage by the blowback of burnt gas from the combustion guide, and therefore, the fuel is supplied into the combustion chamber with good response. By doing so, it is possible to prevent misfires from occurring even when the engine load suddenly changes, and in the case of multi-cylinder engines, the variation in the amount of fuel supplied to each cylinder is reduced, so the lean combustion limit is Therefore, it has the excellent effect of improving drivability and exhaust emissions as well as improving fuel efficiency.
第１図は本発明に係る２吸気系内燃機関の燃料噴射装置
の実施例を示す略示平面図、第２図は同実施例における
２つの吸気弁の開閉タイミングを示すバルブタイミング
ダイヤグラム、第３図は同実施例における各気筒の点火
および燃料噴射時期を示す線図、第４図は同実施例の作
用を示す略示平面図、第５図は同実施例および従来の燃
料噴射装置におけるリーン燃焼限界を比較して示す縮図
である。
１・・・第１の吸気弁、 ２・・・第２の吸気弁、７
−
３・・・燃料噴射弁、 ４Ａ・・・第１の吸気通路
、４Ｂ・・・第２の吸気通路。
代理人 松 山 圭 佑
（ばか１名）
８−
第１図
第２図FIG. 1 is a schematic plan view showing an embodiment of a fuel injection device for a two-intake system internal combustion engine according to the present invention, FIG. 2 is a valve timing diagram showing the opening/closing timing of two intake valves in the same embodiment, and FIG. The figure is a diagram showing the ignition and fuel injection timing of each cylinder in the same embodiment, FIG. 4 is a schematic plan view showing the operation of the same embodiment, and FIG. 5 is a lean diagram in the same embodiment and the conventional fuel injection system. It is a microcosm showing a comparison of flammability limits. 1... First intake valve, 2... Second intake valve, 7
- 3... Fuel injection valve, 4A... First intake passage, 4B... Second intake passage. Agent Keisuke Matsuyama (1 idiot) 8- Figure 1 Figure 2
Claims (2)
えるとともに各気筒毎に燃料噴射弁が設けられた２吸気
系内燃機関の燃料噴射装置において、前記第１の吸気弁
に対し第２の吸気弁の開弁時期を遅らせるとともに、前
記第２の吸気弁側に前記燃料噴射弁を配置したことを特
徴とする２吸気系内燃機関の燃料噴射装置。(1) In a fuel injection device for a two-intake system internal combustion engine, in which each cylinder is provided with two intake valves, a first and second intake valve, and each cylinder is provided with a fuel injection valve, the first intake valve is A fuel injection device for a two-intake system internal combustion engine, characterized in that the opening timing of the second intake valve is delayed, and the fuel injection valve is disposed on the second intake valve side.
弁開弁により燃焼室内の圧力が吸気管圧力と略等しくな
る時としたことを特徴とする特許請求の範囲第１項記載
の２吸気系内燃機関の燃料噴射装置。(2) The opening timing of the second intake valve is set at a time when the pressure inside the combustion chamber becomes approximately equal to the intake pipe pressure due to the opening of the first intake valve. A fuel injection device for a two-intake internal combustion engine as described in 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13601582A JPS5925046A (en) | 1982-08-04 | 1982-08-04 | Fuel injection apparatus for two intake system internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13601582A JPS5925046A (en) | 1982-08-04 | 1982-08-04 | Fuel injection apparatus for two intake system internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5925046A true JPS5925046A (en) | 1984-02-08 |
Family
ID=15165185
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13601582A Pending JPS5925046A (en) | 1982-08-04 | 1982-08-04 | Fuel injection apparatus for two intake system internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5925046A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60128973U (en) * | 1984-02-09 | 1985-08-29 | マツダ株式会社 | engine fuel injector |
| DE3607383A1 (en) * | 1985-03-06 | 1986-09-11 | Nissan Motor Co., Ltd., Yokohama, Kanagawa | COMBUSTION ENGINE |
-
1982
- 1982-08-04 JP JP13601582A patent/JPS5925046A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60128973U (en) * | 1984-02-09 | 1985-08-29 | マツダ株式会社 | engine fuel injector |
| JPH036857Y2 (en) * | 1984-02-09 | 1991-02-20 | ||
| DE3607383A1 (en) * | 1985-03-06 | 1986-09-11 | Nissan Motor Co., Ltd., Yokohama, Kanagawa | COMBUSTION ENGINE |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4194472A (en) | Exhaust gas recirculation system of a multi-cylinder internal combustion engine | |
| JP2617427B2 (en) | Method of synchronizing successive fuel or ignition distributions in cylinders of a four-cycle internal combustion engine | |
| JPH08303268A (en) | Changeover method of charge of cylinder in internal combustion engine | |
| US11085379B2 (en) | Method for compensating a gas spring effect during cylinder shut-off with exhaust gas trapping | |
| JP2012145040A (en) | Control device of internal combustion engine | |
| JPS5925046A (en) | Fuel injection apparatus for two intake system internal combustion engine | |
| US6390040B1 (en) | Valve timing system for dynamically suppressing cylinder knock within a camless engine | |
| JPH0586913A (en) | Intake system of engine | |
| US3938482A (en) | Internal combustion engine with a plurality of exhaust valves | |
| US20070095314A1 (en) | Control apparatus and control method for internal combustion engine | |
| JP5110119B2 (en) | Control device for multi-cylinder internal combustion engine | |
| JPS61232324A (en) | Intake device of engine | |
| US6536410B1 (en) | Method for synchronizing ignition | |
| JP2006249998A (en) | Internal combustion engine | |
| JPS62255558A (en) | Starting control device for engine | |
| JP4862756B2 (en) | Engine knocking detection device | |
| JP4029492B2 (en) | Fuel supply control device for start of internal combustion engine | |
| JP4396253B2 (en) | Intake control device for internal combustion engine | |
| JP2018119502A (en) | Fuel injection control mechanism of port injection type internal combustion engine | |
| JP2000337235A (en) | Ignition control device of internal combustion engine | |
| JPS61215418A (en) | Opening and closing timing controlling method for intake and exhaust valves of engine | |
| JP2015017554A (en) | Internal combustion engine | |
| JP2005061324A (en) | Compression ignition internal combustion engine | |
| JPH05149136A (en) | Engine | |
| JP2002317702A (en) | In-line multicylinder internal combustion engine |