JPS63106356A - Fuel feed device for engine - Google Patents

Abstract

PURPOSE:To enhance the economy of fuel consumption and the output power of an engine, by providing an auxiliary air supply means for feeding directed air into injected fuel, in the vicinity of the fuel injection part of a fuel injection valve, and by enabling the feed direction of the auxiliary air to be changed in accordance with the operating condition of the engine. CONSTITUTION:In an engine in which a fuel injection valve 21 is disposed in a secondary air passage 9 in an intake-air pipe 10 in the vicinity of a fuel combustion chamber, the fuel injection valve 21 is attached to the injection valve attaching part 22 of the intake-air pipe 10 through the intermediary of a receptacle 23. Further, an assist air supply device 24 including an assist air passage 25 is disposed between the fuel injection valve attaching part 22 and a section upstream of a throttle valve. This supply device 24 is adapted to selectively feed air into assist air introduction parts 27, 28 in the fuel injection valve attaching part 22 under the control of a three- way solenoid valve 26. These introduction parts 27, 28 are arranged to be communicated with first and second ring grooves 21, 32 formed respectively in a communication hole 34 facing in opposite to the direction of fuel injection and a communication hole facing in the direction of fuel injection which are formed in the receptacle 23.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fuel supply device for an engine that supplies assist air to the vicinity of a fuel injection portion of a fuel injection valve.

(Prior art) Conventionally, a fuel injection valve for supplying fuel is provided in the combustion chamber or an intake passage near the combustion chamber, and in an engine fuel supply system that directly supplies fuel with this fuel injection valve, the combustion chamber and the fuel injection valve are Due to the short distance from the nozzle, etc., there was a problem in that fuel vaporization was poor compared to a carburetor type fuel supply device.

For this reason, conventionally, for example, as described in Japanese Unexamined Patent Publication No. 59-7772, near the fuel injection part of the above-mentioned fuel injection valve,
An engine fuel supply system in which an air passage is provided downstream of the air flow meter and upstream of the throttle valve to supply air (assist air), and the assist air from this air passage improves fuel vaporization and atomization. A device has already been invented.

However, although this conventional device has the advantage of improving fuel vaporization and mixing with air, the above-mentioned assist air supply direction is perpendicular to the fuel injection direction. Therefore, especially during acceleration, the fuel supply is delayed by the collision valve of the assist air with respect to the injected fuel, resulting in a problem that the acceleration response becomes poor.

(Purpose of the Invention) The present invention aims to improve performance according to the driving conditions, such as improving fuel efficiency and acceleration response, by changing the supply direction of assist air according to the driving conditions of the engine. The purpose is to provide an engine fuel supply system that can perform

(Structure of the Invention) The present invention provides a fuel injection valve that supplies fuel to a combustion chamber or an intake passage, and a fuel injection valve near a fuel injection part of the fuel injection valve.
Fuel for an engine, comprising: auxiliary air supply means for supplying directional air to fuel injected by the fuel injection valve; and control means for controlling the supply direction of the auxiliary air with respect to the fuel injection direction in accordance with operating conditions. It is characterized by being a supply device.

(Effects of the Invention) According to the present invention, the atomization state of the fuel can be changed according to the operating state using the above-mentioned control means, and the performance can be improved depending on the operating state.

(Example) An embodiment of the present invention will be described in detail below based on the drawings.

The drawing shows a fuel supply system for an engine. In FIG. 1, an air 70-meter 2 is connected to the purified air outlet of an air cleaner 1, and a throttle body 3 is connected to the rear of the air 70-meter 2. There is.

A throttle valve 5 is disposed in the throttle chamber 4 within the throttle body 3, and a throttle opening sensor 6 for detecting the opening of the throttle valve 5 is disposed outside the throttle body 3. .

Further, at the rear of the above-mentioned throttle body 3, there is a primary passage 8 as a swirl generating means for giving the air-fuel mixture supplied to the combustion chamber 7 a circumferential swirl in the combustion chamber 7;
1 user induction system D with next passage 9
The IS intake pipe 10 is connected.

The above-mentioned primary passage 8 for low loads and secondary passage 9 for high loads
An intake valve 12 is disposed in the intake boat 11 consisting of the above, and an exhaust valve 14 is disposed in the exhaust port 13.

Cylinder head 1 forming each boat 11.13 mentioned above
A cylinder block 16 is attached to the lower part of the cylinder block 5, and a piston 17 is disposed within the cylinder block 16.

Further, in the secondary passage 9 of the above-mentioned intake pipe 10, an actuator 18 is connected to I7! ! An on-off valve 19 that is closed is provided, and an exhaust manifold 20 is connected to the exhaust port 13 described above.

By the way, a fuel injection valve 21 that supplies fuel is connected to the secondary passage 9 of the intake pipe 10 as an intake passage near the combustion chamber 7.
l! ! It is set up.

The above-mentioned fuel injection valve 21 is connected to the intake pipe 10 as shown in FIG.
is installed in the injection valve mounting part 22 of the fuel injection valve 21 via a socket 23, while assist air is supplied between the vicinity of the fuel injection part of the fuel injection valve 21 and the downstream part of the air flow meter 2 and the upstream part of the throttle valve 5. A device 24 is provided.

This assist air supply device i! Reference numeral 24 denotes an assist air passage 25 that leads out assist air from the downstream part of the air flow meter 2 and the downstream part of the throttle valve 5h, a three-way solenoid valve 26 attached to the tip of this assist air passage 25, and Two first passages and a second passage 30 that selectively supply air to the assist air introduction passages 27 and 28 in the injection valve mounting portion 22 by operating the three-way solenoid valve 26.
It is equipped with

The above-mentioned assist air introduction passages 27 and 28 communicate with the first and second annular grooves 31 and 32 formed on the outer periphery of the socket 23, respectively. communicates with the hole 33 and in the fuel injection direction (second
A communication hole 34 is formed in the direction opposite to the arrow a direction in the figure, and the other second passage 30 is provided with a hole 33 in the socket 23.
A communication hole 35 is provided which communicates with the fuel and faces substantially the same direction as the fuel injection direction.

By the way, the CPU 40 receives the intake air group signal shown in FIG.
The actuator 18 for the opening/opening valve 19, the fuel injection valve 21, and the three-way solenoid valve are activated in accordance with the program stored in the ROM 3B based on the input of the throttle opening signal, engine speed signal, crank angle signal, and accelerator position signal. 26, and a RAM 39 stores necessary data such as acceleration determination accelerator differential value K (see FIG. 3).

Here, the above-mentioned CPLJ 40 operates the three-way solenoid valve 26 during deceleration to control the assist air passage 25 and the first passage 29.
By communicating with the assist air passage 25 and the second passage 30, the direction in which the auxiliary air is supplied with respect to the fuel injection direction is controlled in the direction opposite to the injection direction. The supply direction of the auxiliary air relative to the fuel injection direction is controlled to be changed to the same direction as the injection direction.

The operation of the engine fuel supply system configured as described above will be explained with reference to the flowchart shown in FIG.

In a first step 41, the CI U 40 monitors the accelerator position based on the input accelerator position signal.

Next, in a second step 42, the CPtJ 40 calculates the accelerator differential value It, that is, the accelerator change rate.

Next, in a third step 43, the CPU 40 determines whether the accelerator differential value t as the result of the above calculation is larger than a preset acceleration judgment accelerator differential value, in other words, whether the engine operating state is in an accelerating state. judge.

In the third step 43 described above, when it is determined that t>K, the process proceeds to the next fourth step 44, while when it is determined that t≦, the process proceeds to another fifth step 45.

In the fourth step 44 described above, the CPU 40 operates the three-way solenoid valve 26 shown in FIG.
and the second passage 30 are communicated with each other.

As a result, since the auxiliary air from the assist air passage 25 is supplied in the same direction as the fuel injection direction through each element 26, 30, 28, 35 in this order, during acceleration at t>K, the acceleration response is mainly affected. This has the effect of improving the

On the other hand, in the fifth step 45 described above, the CPU 40
The three-way solenoid valve 26 shown in the figure is operated to connect the assist air passage 25 and the first passage 29.

As a result, since the auxiliary air from the assist air passage 25 is supplied from the direction opposite to the fuel injection direction via each element 26, 29, 27, 34 in this order, the main fuel consumption is This has the effect of improving the

In this example, only the direction in which the assist air is supplied is changed between acceleration and non-speed operation. During operation, the assist air may be changed in the same direction as the fuel injection direction, thereby improving fuel efficiency during low load operation and preventing a decrease in filling efficiency during high load operation.

In the correspondence between the structure of this invention and the above-described embodiments, the intake passage of this invention corresponds to the secondary passage 9 of the embodiment, and similarly, the auxiliary air supply means corresponds to the assist air supply device 24. death, ! Although the control means corresponds to the CPU 40, the present invention
The present invention is not limited to the configuration of the embodiment described above.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention; Fig. 1 is a system diagram showing an engine fuel supply system, Fig. 2 is an enlarged new view of the main part of Fig. 1, and Fig. 3 shows an assist air supply process. FIG. 2... Air flow meter 5... Throttle valve 7.
...Combustion chamber 9...Secondary passage 21...Fuel injection valve 24...Assist air supply device 40...CPU warehouse, Figure 2, No. 31'ZI

Claims (1)

[Claims] 1. A fuel injection valve that supplies fuel to a combustion chamber or an intake passage, and an auxiliary air supply means that supplies directional air to the fuel injected by the fuel injection valve near the fuel injection part of the fuel injection valve. What is claimed is: 1. A fuel supply device for an engine, the device comprising: control means for changing and controlling the direction of supply of auxiliary air with respect to the direction of fuel injection according to operating conditions.