JPS62288336A - Fuel supply device for internal combustion engine - Google Patents
Fuel supply device for internal combustion engineInfo
- Publication number
- JPS62288336A JPS62288336A JP12997386A JP12997386A JPS62288336A JP S62288336 A JPS62288336 A JP S62288336A JP 12997386 A JP12997386 A JP 12997386A JP 12997386 A JP12997386 A JP 12997386A JP S62288336 A JPS62288336 A JP S62288336A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- acceleration
- passage
- fuel supply
- 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 122
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 12
- 230000001133 acceleration Effects 0.000 claims abstract description 56
- 238000002347 injection Methods 0.000 claims abstract description 20
- 239000007924 injection Substances 0.000 claims abstract description 20
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 8
- 230000001105 regulatory effect Effects 0.000 claims description 3
- 239000000203 mixture Substances 0.000 description 5
- 230000008901 benefit Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 206010003497 Asphyxia Diseases 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 206010011224 Cough Diseases 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
発明の詳細な説明
(産業上の利用分野)
本発明は内燃機関の燃料供給装置に関し、待に機関の加
速時に補助的に燃料供給量を増加するための装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fuel supply system for an internal combustion engine, and more particularly to a system for increasing the amount of fuel supplied auxiliary when the engine accelerates.
(従来の技術)
内燃機関の加速時に燃料供給量を増加するための装置と
しては、一般に加速ポンプと呼ばれるものが知C)れて
いる。これは、例えば実公昭61−4885号、同46
86号公報等に開示されているように、基本的には絞り
弁開度に応動するダイアプラム式の加速ポンプを介して
加速燃料の吸引と吐出を?’?わせるもので、すなわち
低負荷運転時に絞り弁下流側に生じる強い吸気管負圧に
基づいてダイア7ラムに燃料吸引作用を行わせておき、
加速時には絞り弁開度の増大に伴う吸気管負圧の減少に
乗じてスプリング力によ・リダイア7ラムに吐出作動を
させることにより吸気管に増量分の燃料を噴出させるよ
うになっている。(Prior Art) A device generally called an acceleration pump is known as a device for increasing the amount of fuel supplied when an internal combustion engine accelerates. For example, Utility Model Publication No. 61-4885, No. 46
As disclosed in Publication No. 86, etc., accelerating fuel is basically sucked and discharged through a diaphragm type accelerator pump that responds to the throttle valve opening. '? In other words, the diaphragm 7 performs a fuel suction action based on the strong intake pipe negative pressure generated downstream of the throttle valve during low-load operation.
During acceleration, the increased amount of fuel is injected into the intake pipe by taking advantage of the decrease in intake pipe negative pressure caused by the increase in the opening of the throttle valve and causing the rediaer 7 ram to perform a discharge operation using spring force.
(発明が解決しようとする問題点)
しかしな゛がら、こうした従来の燃料供給装置によると
、吸気分岐管の集合部よりも上流側にて加速燃料を供給
する構成であったので、多気筒機関では各′A筒への加
速燃料のび配が偏りやすく、また燃料を供給してから実
際に燃焼室に達するまでに■、7間がかかること、及び
加速燃料の一部が途中で吸気管壁に付着してしまうこと
などから、混合気の空燃比が運転状態の変化に対して必
ずしも適切に追従せず、従って加速不良や息つきを起こ
しがちであった。(Problems to be Solved by the Invention) However, according to these conventional fuel supply devices, accelerating fuel is supplied upstream of the gathering part of the intake branch pipes, so In this case, the distribution of accelerating fuel to each 'A cylinder is likely to be uneven, and it takes about 7 hours for the fuel to actually reach the combustion chamber after it is supplied, and some of the accelerating fuel may leak onto the intake pipe wall on the way. As a result, the air-fuel ratio of the air-fuel mixture does not necessarily follow changes in operating conditions appropriately, which tends to cause poor acceleration and suffocation.
この問題は、定常的運転状態において希薄空燃比により
運転するようにした、いわゆる希薄燃焼機関1.二おい
ては待に顕著であり、定常・低負荷時の空燃比が非常に
大きいため急加速の初期には上述の要領で加速燃料を供
給しても間に合わず、混介気過薄となって燃焼性が才し
く悪化する。This problem is caused by the so-called lean burn engine 1. In the second case, the air-fuel ratio is very large at steady state and low load, so even if the acceleration fuel is supplied in the above manner at the beginning of sudden acceleration, the mixture becomes too lean. The flammability deteriorates dramatically.
本発明はこうした従来の問題点を解消した燃料供給装置
?/を提供rることを目的としている。Is the present invention a fuel supply device that solves these conventional problems? The purpose is to provide /.
(問題、1.″にを解決するための手段)本発明では、
吸気分1呟管の集合部よりも上流側に燃料噴射弁を設け
た燃料供給装置を油揚として、I’+ij記燃料噴耐燃
料噴射弁供給通路から加速燃料通路を分1咳し、その出
口側通路部を機関各気筒の吸入ポートに面するように複
数に分岐形成する一方、この加速燃料通路の途中にその
測度を規制する弁手段を介装する。(Means for solving problem 1.'') In the present invention,
Using a fuel supply device with a fuel injection valve installed upstream of the collecting part of the intake pipe as a fuel, the acceleration fuel passage is pumped from the fuel injection resistant fuel injection valve supply passage described in I'+ij, and the outlet thereof is The side passage portion is branched into a plurality of parts so as to face the intake ports of each cylinder of the engine, and a valve means for regulating the measurement is interposed in the middle of the acceleration fuel passage.
(作用)
」二足構成に基づき、加速時に弁手段を介して加速燃料
通路を開くことにより、燃料噴射弁への燃料fJ(給油
路から加速燃料通路へと燃料が導入される。この加速燃
料は、歳閃各気筒の吸入ポートに面した出口側通路部を
介してifl接的に各気筒の燃焼室・\と供給される。(Function) Based on the two-leg configuration, by opening the acceleration fuel passage through the valve means during acceleration, the fuel fJ to the fuel injection valve (fuel is introduced from the fuel supply passage to the acceleration fuel passage.This acceleration fuel is directly supplied to the combustion chamber of each cylinder via the outlet side passage facing the intake port of each cylinder.
このため、加速燃料の供給遅れや分配不良が起こらず、
要求負荷の増大に対応した適切な混合気が生成される。Therefore, there is no delay in the supply of acceleration fuel or poor distribution.
An appropriate air-fuel mixture is generated that corresponds to the increase in required load.
また、こうしtこ加速燃料の供給が不要な定常的運転状
態におい一ζは、ナト手段を介して加速燃料通路を遮断
″・1元ことにより加速燃料の供給が停止される4(実
施例)
以下、本発明の実施例を添付図面に基づいて説明する。In addition, in a steady state of operation where the supply of acceleration fuel is not required, the supply of acceleration fuel is stopped by cutting off the acceleration fuel passage through the nut means (Example 4). ) Hereinafter, embodiments of the present invention will be described based on the accompanying drawings.
第1図において、1は直列4気筒機関に適合するトーナ
メント型の吸気分岐管、2は吸気分岐管1の集合部3よ
りも上流側に設けられたスロットルボディである。In FIG. 1, reference numeral 1 indicates a tournament-type intake branch pipe suitable for an in-line four-cylinder engine, and reference numeral 2 indicates a throttle body provided upstream of a gathering portion 3 of the intake branch pipe 1.
スロットルボディ2には、吸気絞り弁4の上流側に位置
して電磁燃料噴射弁5が設けられ、この燃料噴射弁5が
らの噴射燃料が吸気とともに吸気分岐管2を介して槻閃
各気前へと分配供給される。The throttle body 2 is provided with an electromagnetic fuel injection valve 5 located on the upstream side of the intake throttle valve 4, and the injected fuel from the fuel injection valve 5 is delivered to each cylinder through the intake branch pipe 2 along with the intake air. distributed and supplied to.
燃料噴射弁5には、燃料ポンプ6からの加圧燃料が燃料
供給通路7を介して供給され、余剰燃料は途中にプレッ
シャレギュレータ8が介装された燃料戻し通路9を介し
て燃料ポンプ6の吸込側に戻される。この燃料回路によ
り、燃料噴射弁5への供給燃料圧力が一定化される。燃
料噴射量は、前記一定化された燃料圧力の下に、図示し
ない制御回路を介し−ζ燃料噴射弁5の開弁時間比を変
化させることにより制御される。Pressurized fuel from a fuel pump 6 is supplied to the fuel injection valve 5 via a fuel supply passage 7, and excess fuel is supplied to the fuel pump 6 via a fuel return passage 9 in which a pressure regulator 8 is interposed. It is returned to the suction side. This fuel circuit makes the pressure of fuel supplied to the fuel injection valve 5 constant. The fuel injection amount is controlled by changing the valve opening time ratio of the -ζ fuel injection valve 5 via a control circuit (not shown) under the constant fuel pressure.
上記燃料噴射弁5への燃料回路は加速時の燃料増量を行
うための燃料源を兼ねており、燃料供給通路7の途中か
ら加速燃料通路10が分岐形成されている。The fuel circuit to the fuel injection valve 5 also serves as a fuel source for increasing the amount of fuel during acceleration, and an acceleration fuel passage 10 is branched from the middle of the fuel supply passage 7.
加速燃料通路10は、途中で#1.#2気筒からなる気
立コ群と#3.#4気筒かC)なる気筒群に向けて2方
向に分岐し、さらにチェック弁11を介して各気筒の吸
入ポート12に而してDH口する出口側通路部1()八
へと分岐している。この場合、チェックfr−11はト
ーナメント型吸気分1咳fF1の第二分岐部lA(集合
部:3を第−分1唆部として、その下流側にて各気前に
向けて分岐する部分)の付近に位置するように設けられ
、その上流側の加速燃料通路10から燃料圧力が作用す
ると開弁して出口側通路部10Aへの燃料通過を許容す
る。The acceleration fuel passage 10 has #1. #2 cylinder group and #3. It branches in two directions toward the cylinder group of #4 cylinder or C), and further branches into the outlet side passage section 1()8 which connects to the intake port 12 of each cylinder via the check valve 11 and connects to the DH port. ing. In this case, the check fr-11 is the second branch lA of the tournament type inhalation 1 cough fF1 (convergence part: 3 is the 1st instigation part, and the part that branches toward each genus on the downstream side) When fuel pressure is applied from the acceleration fuel passage 10 on the upstream side, the valve opens to allow fuel to pass to the outlet side passage 10A.
なお、出口側通過10Aの途中には、このときの燃料流
量を適量に調節するためのオリフィス13が設けられて
いる。Note that an orifice 13 is provided in the middle of the outlet passage 10A to adjust the fuel flow rate at this time to an appropriate amount.
さらに、加速燃料通路10の途中には、上記各気筒群へ
の分岐、1.2よりも」二部側に位置して、燃料流量を
規制する弁手段としての電磁弁14が介装されている。Furthermore, in the middle of the acceleration fuel passage 10, an electromagnetic valve 14 is interposed as a valve means for regulating the fuel flow rate, located on the 2nd part side of the branches 1.2 to the above-mentioned cylinder groups. There is.
この電磁:# t、 4はオンオフ作動型であり、次に
述べる制御回路15がらの駆動信号に応動して、通電オ
ンのときは開弁、オフのときは閉弁する。This electromagnetic valve #t, 4 is of an on/off type, and in response to a drive signal from the control circuit 15 described below, the valve opens when energization is on, and closes when energization is off.
上記制御回路15は、スロットル角度センサ16を介し
て検出した絞り弁4のtJIf度変化に基づいて機関の
加速状態を判定し、電磁弁14のオンオフを制御する。The control circuit 15 determines the acceleration state of the engine based on the change in degree tJIf of the throttle valve 4 detected via the throttle angle sensor 16, and controls the on/off state of the solenoid valve 14.
つまり、絞り弁4の開度を微分してその変化率を求め、
これ力C所定の基準値以上である場合に加速状態である
とfす定して電磁弁14に通電し、加J■以外のときは
通電を停止する。ま・た、通電時間は加速状態に応じて
異なり、絞り弁4の開度変化率が大きくなるほど加速要
求が大きいと同定して電磁弁14への通電時間を艮くす
る。In other words, by differentiating the opening degree of the throttle valve 4 and finding its rate of change,
When this force C is equal to or greater than a predetermined reference value, it is determined that the accelerating state is present, and the electromagnetic valve 14 is energized, and when the force is other than J■, the energization is stopped. Furthermore, the energization time varies depending on the acceleration state, and the larger the rate of change in the opening degree of the throttle valve 4 is, the greater the acceleration request is identified, and the energization time to the solenoid valve 14 is determined.
いま、制御回路1Gが加速状態であると判定して電磁す
r−14をli!弁させると、上述のようにして決定さ
れた通電時間の経過に伴って再び電磁弁14が閉ざされ
るまでのあいだ、燃料ポンプ6からの加圧燃料の一部が
燃料供給通路7から加速燃料通路1()・\と進入し、
さらにチェック弁11を押し開き、71 D側通路部1
()Aを介して3気筒の吸入ポート12へと向かって噴
出する。これにより加速状態に応じた量の加速燃料が直
接的に吸入ポート12及び機関燃焼室へと供給されるこ
とから、急加速時にj5いても燃料の供給遅れや分配の
悪化を起こすことなく加速に適した濃混合気が確実に@
焼室に送り込まれ、従って希薄燃焼機関にあっても加速
時の息つきや燃焼不良を起こさずに優れた加速力ないし
運転性が発揮される。Now, the control circuit 1G determines that it is in an acceleration state and turns the electromagnetic switch R-14 to li! When the valve is turned on, a portion of the pressurized fuel from the fuel pump 6 is transferred from the fuel supply passage 7 to the acceleration fuel passage until the solenoid valve 14 is closed again as the energization time determined as described above elapses. Enter 1()・\,
Further, push open the check valve 11 and open the 71 D side passage section 1.
( ) A is injected toward the intake port 12 of the three cylinders. As a result, the amount of accelerating fuel corresponding to the acceleration state is directly supplied to the intake port 12 and the engine combustion chamber, so even if the engine is at J5 during sudden acceleration, acceleration can be achieved without delay in fuel supply or deterioration of fuel distribution. Ensure suitable rich mixture @
The fuel is fed into the combustion chamber, and therefore, even in a lean burn engine, excellent acceleration power and drivability are exhibited without causing suffocation or poor combustion during acceleration.
第2図は上記加速燃料の供給に伴う機関運転状態の変化
を従来例との比較において示したもので、定常時(R/
L =ロード・ロード)にす1ける空燃比(A/l”
)を希薄側に設定している希薄燃焼機関の場合、従来は
破線で示したようlこり、加速を行うと空気流量が4増
するにもかかわらず燃料の供給遅れを起こすため加速過
程での空燃比が過度に希薄側に変動し、この結果失火や
燃焼不良を起こして回it<・トルク変動を生じるなど
運転性、加速性が者しく悪化した。これに対して本発明
による45合は、上述のようにして?f気筒への直接的
な加速燃料の供給が行なわれるので、加速過程で適切な
空燃比の混合気を生成してこれを応答よく供給すること
ができ、従って優れた機関性能がイ:)られるのである
。Figure 2 shows changes in the engine operating state due to the supply of acceleration fuel in comparison with the conventional example.
L = load・load) divided by 1 air-fuel ratio (A/l”
) is set on the lean side, conventionally, as shown by the broken line, there is stiffness as shown by the dashed line, and when accelerating, there is a delay in fuel supply even though the air flow rate increases by 4. The air-fuel ratio fluctuated excessively toward the lean side, resulting in misfires and poor combustion, resulting in engine torque fluctuations and other problems that significantly deteriorated driveability and acceleration. On the other hand, the 45 cup according to the present invention is made as described above. Since acceleration fuel is supplied directly to the f cylinder, a mixture with an appropriate air-fuel ratio can be generated during the acceleration process and supplied in a responsive manner, resulting in excellent engine performance. It is.
一方、第1図において、電磁弁14への通電を停止する
と加速燃料通路10が閉ざされ、同時に出口側通路部1
0Aの基端部に位置するチェック弁11も閉じるので、
機関停止時を含めて加速以外の運転条件下で余分な燃料
が流出してしまうようなことがない、さらに、チェック
弁11と電磁弁14との間の加速燃料通路10内には、
各々が閑弁したときにある程度の圧力が残留するので、
次回の加速に対して速やかに加速燃料を供給することが
できる。On the other hand, in FIG. 1, when the energization to the solenoid valve 14 is stopped, the acceleration fuel passage 10 is closed, and at the same time, the outlet side passage part 1
Since the check valve 11 located at the base end of 0A is also closed,
There is no possibility that excess fuel will leak out under operating conditions other than acceleration, including when the engine is stopped.Furthermore, the acceleration fuel passage 10 between the check valve 11 and the solenoid valve 14 is provided with:
Since a certain amount of pressure remains when each is at rest,
Acceleration fuel can be promptly supplied for the next acceleration.
なお、本発明は加速燃料の計量を機械的に行うこと、並
びに加速燃料の供給の有無は電磁弁などで構成される弁
手段の制御によって行うことなどから制御系の構成が比
較的簡単になり、例えば加速時に電磁燃料噴射弁5を介
しての燃料噴射量が増量するようにプログラム制御によ
り補正を行うものに比較してマツチング等の開発作業に
要するコストは大幅に少なくて済み、従って装置コスト
ら低くできるという利点がある。In addition, in the present invention, the configuration of the control system is relatively simple because the accelerating fuel is measured mechanically, and whether or not the accelerating fuel is supplied is controlled by a valve means composed of a solenoid valve or the like. For example, the cost required for development work such as matching is significantly lower than that in which correction is performed by program control so that the amount of fuel injected via the electromagnetic fuel injection valve 5 increases during acceleration, and therefore the equipment cost is reduced. It has the advantage that it can be made lower.
(発明の効果)
以上の通り本発明によれば、機関加速時に燃料噴射系統
の加圧燃料通路から導入した加速燃料を機関吸入ポート
に而して開口させた加速燃料通路を介して直接的に機関
燃焼室に供給するようにしたので、燃料の供給遅れや吸
気管への付着、あるいは気筒間分配の悪化を回避でき、
常に適切な加速空燃比の混合気を機関に供給することが
できる。(Effects of the Invention) As described above, according to the present invention, the accelerating fuel introduced from the pressurized fuel passage of the fuel injection system during engine acceleration is directly transmitted through the accelerating fuel passage opened through the engine intake port. Since the fuel is supplied to the engine combustion chamber, it is possible to avoid delays in fuel supply, adhesion to the intake pipe, and deterioration of distribution between cylinders.
A mixture with an appropriate accelerating air-fuel ratio can always be supplied to the engine.
このため、特に希薄燃焼機関においても優れた加速力及
び運転性が確保できる。Therefore, excellent acceleration force and drivability can be ensured especially in lean burn engines.
さらに、本発明は加速時の燃料増量制御が比較的簡単で
あるので、電子制御により燃料噴射量を増量補正するも
のに比較して装置コストを低減できるという利点もある
。Furthermore, since the fuel increase control during acceleration is relatively simple in the present invention, there is an advantage that the device cost can be reduced compared to a system in which the fuel injection amount is increased and corrected by electronic control.
第1図は本発明の一実施例の該略溝成図、fjS2図は
その作用・効果を従来例との比較において説明するため
のタイミング図である。
1・・・吸気分岐管、2・・・スロットルボディ、:(
・・・吸気分岐管の集合部、4・・・絞り弁、5・・・
燃料噴射弁、6・・・燃料ポンプ、7・・・燃料供給通
路、8・・・プレッシャレギュレータ、9・・・燃料戻
し通路、1()・・・加速燃料通路、IOA・・・加速
燃料通路の出口側通路部、11・・・チェック弁、12
・・・吸入ポート、13・・・第17 フイス、14・
・・電磁弁、15・・・制御回路、16・・・スロット
ル角度センサ。FIG. 1 is a schematic diagram of an embodiment of the present invention, and FIG. fjS2 is a timing chart for explaining its operation and effect in comparison with a conventional example. 1... Intake branch pipe, 2... Throttle body, :(
...Intake branch pipe gathering part, 4...throttle valve, 5...
Fuel injection valve, 6...Fuel pump, 7...Fuel supply passage, 8...Pressure regulator, 9...Fuel return passage, 1()...Acceleration fuel passage, IOA...Acceleration fuel Exit side passage section of passage, 11... Check valve, 12
...Suction port, 13...17th port, 14.
... Solenoid valve, 15... Control circuit, 16... Throttle angle sensor.
Claims (1)
燃料供給装置において、前記燃料噴射弁への燃料供給通
路から加速燃料通路を分岐し、その出口側通路部を機関
各気筒の吸入ポートに面するように複数に分岐形成する
一方、この加速燃料通路の途中にその開度を規制する弁
手段を介装したことを特徴とする内燃機関の燃料供給装
置。In a fuel supply system in which a fuel injection valve is provided upstream of a collection point of intake branch pipes, an acceleration fuel passage is branched from a fuel supply passage to the fuel injection valve, and the outlet side passage is used as an intake passage for each cylinder of the engine. 1. A fuel supply device for an internal combustion engine, characterized in that the acceleration fuel passage is branched into a plurality of passages facing a port, and a valve means for regulating the opening degree of the acceleration fuel passage is interposed in the middle of the acceleration fuel passage.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP12997386A JPS62288336A (en) | 1986-06-04 | 1986-06-04 | Fuel supply device for internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP12997386A JPS62288336A (en) | 1986-06-04 | 1986-06-04 | Fuel supply device for internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS62288336A true JPS62288336A (en) | 1987-12-15 |
Family
ID=15023015
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP12997386A Pending JPS62288336A (en) | 1986-06-04 | 1986-06-04 | Fuel supply device for internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS62288336A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0249940A (en) * | 1988-08-11 | 1990-02-20 | Japan Electron Control Syst Co Ltd | Fuel supply control device of internal combustion engine |
JP2008064039A (en) * | 2006-09-07 | 2008-03-21 | Keihin Corp | Fuel supplying device of multi-cylinder engine |
-
1986
- 1986-06-04 JP JP12997386A patent/JPS62288336A/en active Pending
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0249940A (en) * | 1988-08-11 | 1990-02-20 | Japan Electron Control Syst Co Ltd | Fuel supply control device of internal combustion engine |
JP2008064039A (en) * | 2006-09-07 | 2008-03-21 | Keihin Corp | Fuel supplying device of multi-cylinder engine |
JP4700581B2 (en) * | 2006-09-07 | 2011-06-15 | 株式会社ケーヒン | Multi-cylinder engine fuel supply system |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JPH02277919A (en) | Suction device of multi-cylinder engine | |
JPH1136994A (en) | Exhaust reflux controller of direct injection type engine with turbocharger | |
JPS6340931B2 (en) | ||
JPS6149138A (en) | Fuel injection device of engine | |
JPS62288336A (en) | Fuel supply device for internal combustion engine | |
EP0137274A1 (en) | Double carburetor | |
JPS6296776A (en) | Fuel feeder for itnernal combustion engine | |
JPS5844242A (en) | Intake device for engine with supercharger | |
JPS63246460A (en) | Output control device for gas engine | |
JP3161248B2 (en) | Air-fuel ratio control device for internal combustion engine with EGR device | |
JP2960941B2 (en) | Engine fuel control device | |
JPS6118655B2 (en) | ||
JP3031473B2 (en) | Low-speed rotation control device for air-fuel-injected two-cycle engine | |
JPS5833371B2 (en) | engine supercharging device | |
JPS6380055A (en) | Fuel supply device for engine | |
JPH07217475A (en) | Engine control device | |
JPH0754585Y2 (en) | Fuel pressure regulator for internal combustion engine | |
JPS6045739A (en) | Controller for acceleration of supercharged internal- combustion engine | |
JPS5929753A (en) | Air-fuel ratio control unit | |
JPS6313388Y2 (en) | ||
JPS633432Y2 (en) | ||
JPS595782B2 (en) | Fuel control device for supercharged engines | |
JPS6196179A (en) | Electronic ignition control device of engine with supercharger | |
JPH0577865B2 (en) | ||
JPH03258943A (en) | Fuel control method |