JPS6388268A - Method and device for injecting fuel to internal combustion engine - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a fuel injection device for an internal combustion engine, and more particularly, the present invention relates to a fuel injection device for an internal combustion engine, and more particularly, to The present invention relates to a method for feeding the fuel into the internal combustion engine by pressurizing the fuel, and a fuel injection device for implementing this method.

[Prior art and its problems]

The already known fuel injection device of the above structure has a compressor, which is driven by an engine equipped with the fuel injection device, and which generates pressurized gas for injecting fuel into the engine. Although the installation of this compressor for pressurized gas generation is not a major functional disadvantage, it does cause a significant increase in costs in terms of manufacturing and assembling the compressor.

This is particularly significant in the case of fuel injection devices installed in internal combustion engines that are manufactured and assembled in large quantities, such as automobile engines and outboard engines for ships.

Additionally, independent compressors must be equipped with suitable lubrication systems and a power transmission system connected to the internal combustion engine, which increases manufacturing and assembly costs, reduces reliability, and reduces maintenance costs. Expenses increase. The above-mentioned independent compressor is usually mounted externally to the internal combustion engine to which it is attached, and for this mounting, for example, a method is adopted in which it is connected to the crankshaft or camshaft of the internal combustion engine by a connecting device such as a belt drive. be done.

This construction is generally undesirable because it increases the overall size of the internal combustion engine.

U.S. Patent No. 2,134,786 (patented by Ivan
P. Harring) discloses a spark ignition two-stroke engine. In this internal combustion engine, gas is extracted from the cylinders of the engine, and this extracted gas is used as an auxiliary heat source for vaporizing fuel, and
It is sent to the associated manifold to deliver fuel to the engine.

The patent specification of Harring states that before the exhaust boat of the engine opens, exhaust gas is extracted from the cylinder of the engine, and the extracted high-pressure exhaust gas is used. It is mainly used as a heat source for fuel vaporization inside the carburetor and as a heat source for preventing the vaporized fuel from condensing inside the manifold, which has a relatively low pressure.

Although the internal pressure of the manifold is required, after the air intake and exhaust ports of the engine are closed, a fan is used to forcibly scavenge air, and the internal pressure of the manifold is used to control the cylinders of the engine. This is only necessary if enough of the vaporized fuel is fed into the tank.

If you look at the appearance of the fuel supply system with the structure proposed by Harring above, you can see that the vaporized fuel enters the engine cylinder at a relatively low pressure, so the structure is similar to that of a type that directly injects fuel into the cylinder of a recent engine. It is clear that it is not suitable for injection devices. The reason for this is that in the modern engines, fuel is delivered relatively late in the compression stroke, ie, when the gas pressure inside the cylinders of the engine is sufficiently high.

Regarding the timing of exhaust gas extraction in the engine cycle mentioned above, from the perspective of using a cam-operated poppet to perform exhaust, the characteristics of this mechanism require that the exhaust extraction valve be open for a considerable period of time. . Therefore, if the exhaust gas is extracted when the cylinder is at maximum or high pressure, the engine power loss will be significant.

[Purpose of the invention]

For the purposes of the present invention, a method for injecting fuel into the interior of an internal combustion engine using a fuel feed gas, without requiring a conventional compressor as a device for supplying gas for fuel injection;
Another object of the present invention is to provide a fuel injection device for carrying out this method. The method and apparatus provide manufacturing, assembly, and maintenance cost savings over currently known devices.

[Summary of the invention]

For the above purpose, the internal combustion engine is provided with one or more combustion chambers, in which a certain amount of fuel is attached to the inlet gas, and the pressure of the inlet gas is used to directly inject fuel into the internal combustion engine at each combustion stroke. In accordance with the present invention, there is provided a method for injecting gas into a gas reservoir from one or more combustion chambers of the internal combustion engine; controlling the supply of gas to the reservoir to maintain a pressure substantially higher than that for sufficient injection; and supplying the gas to the reservoir at a controlled pressure to supply the fuel to the combustion chamber. This is achieved by a method of injecting fuel into an internal combustion engine, characterized in that the method comprises the steps of: supplying fuel from an internal combustion engine;

Preferably, the connection between the gas reservoir and the combustion chamber takes place when the gas pressure in the combustion chamber is higher than a preselected value.

An orifice with a fixed flow path area or an orifice with a variable flow path area is provided, and this orifice is used to create a gap between the pressure of the gas in the combustion chamber and the pressure of the gas that can be used in the gas reservoir. Creates a pressure difference. Where the fixed area orifice is used, the orifice initially reduces the gas pressure in the combustion chamber, and a variable flow regulator controls the pressure in the reservoir. In the area where the variable area orifice controls the pressure, the entire reservoir is controlled by changing the area of the orifice.

In one embodiment of the invention, the gas is first conveyed from the combustion chamber through a controlled orifice to the intermediate chamber, the gas from the intermediate chamber predetermining the internal pressure of the gas reservoir. The gas reservoir is supplied as necessary to maintain the specified value.

In an improved embodiment of the method, the pressure of the gas delivered from the combustion chamber is applied to the gas reservoir. This is to compress the incoming air that passes through the regulator. In the compression chamber, gas delivered from the combustion chamber is periodically added to the inlet air. This is to compress the air. Preferably, the air is supplied from the crankcase of the engine to a compression chamber in which it is compressed slightly by the reciprocating movement of the pistons of the engine. A one-way operating valve is provided, and the one-way operating valve is used between the time when gas is sent from the combustion chamber to the compression chamber and the next time when gas is sent from the combustion chamber to the compression chamber. hand,
Since the gas sent from the combustion chamber in the compression chamber is scavenged, the gas sent from the combustion chamber does not accumulate inside the compression chamber.

The present invention also includes one or more combustion chambers having a structure in which a fixed amount of fuel is directly injected into each combustion chamber together with the injected gas for each combustion stroke using the pressure of the injected gas. A method of injecting fuel into an engine having combustion chambers includes the steps of: directing gas from one or more combustion chambers of the engine to a reservoir of gas; and controlling the delivery of gas to the reservoir. 2. A method for injecting fuel into an engine, the method comprising: receiving a quantity of fuel; and supplying gas using a controlled pressure from the reservoir of gas to direct said fuel into each combustion chamber. do.

Preferably, the pressure inside the gas reservoir is at a predetermined value, which is higher than the maximum compression pressure of the combustion chamber before combustion starts in the combustion chamber. The pressure inside the combustion chamber further increases after ignition. In order to maintain a high pressure inside the gas reservoir and withdraw the fuel delivery gas by successively lowering the fuel delivery pressure, the actual pressure in the combustion chamber is reduced. Corresponding to this pressure loss in the combustion chamber, the output of the engine also gradually decreases. This also reduces the time during which gas flows from the combustion chamber to the gas reservoir, thereby reducing the time that components in the gas flow path are exposed to the hot combustion gases. Therefore, the effective operation of the component is improved and its life span is extended.

In addition, in recent electronically controlled fuel injection systems, the point in the combustion stroke cycle when the maximum pressure in the combustion chamber is reached is determined by factors that change depending on the engine load and speed, such as injection timing and ignition timing. may appear in different positions. The fuel injection device proposed by the present invention extracts gas from the combustion chamber of the engine based on the pressure state of the combustion stroke cycle of the engine, and the time point at which gas is extracted from the combustion chamber of the engine is fixed in time. There's nothing to do.

In addition to the method of injecting fuel into an internal combustion engine as described above, the present invention further includes a fuel metering device installed to QB a certain amount of fuel based on a request from the internal combustion engine, and a fuel metering device installed to QB a certain amount of fuel based on a request from the internal combustion engine. a fuel delivery device for selectively delivering a quantity of fuel to said internal combustion engine along with a feed gas supplied from a gas reservoir; a gas supply device for supplying gas from said combustion chamber to said reservoir in order to maintain the internal pressure of said gas reservoir at a value substantially higher than the pressure required for delivery of fuel to said internal combustion engine; A method for injecting fuel into an internal combustion engine is also provided, the method having a controller for controlling and a gas supply device for supplying gas from the gas reservoir at a controlled pressure to deliver fuel to the internal combustion engine.

In this way, it is convenient to provide a valve-controlled orifice, which is used to connect the reservoir to the combustion chamber of the engine. Preferably, this valve has a structure that opens following the pressure difference across the valve. Based on this pressure difference, when the pressure of the gas in the combustion chamber is close to the maximum pressure of the combustion stroke cycle of the engine, the valve is opened, and the point at which this maximum pressure is generated is set inside the combustion chamber. Preferably, it is selected after the injected fuel has been ignited. Preferably, the pressure difference between the combustion chamber and the reservoir can be controlled when the pressure in the reservoir increases to the extent that the valve opens.

In one embodiment of the invention, fuel is injected into the combustion chamber through a valve-controlled fuel inlet. The fuel inlet is at the end of the nozzle body, the nozzle body having an axially extending fuel passage extending through the nozzle body. The gas reservoir is formed by an annular cavity that surrounds the fuel flow path within the body of the nozzle. A plurality of orifices are circularly formed to surround the fuel inlet and connect the annular cavity and the combustion chamber. A regulator sleeve is coaxially slidably disposed within the cavity, the cavity having an annular first surface and an annular second surface, the first surface being disposed on the top 2? The second surface faces the direction of the orifice of number U, and the second face faces the direction opposite to the above. The second surface has an area larger than the first surface and is exposed to the orifice when the first surface is pressed against the orifice. a spring or similar device is installed between the body of the nozzle and the sleeve;
This spring or similar device is compressed to compress the sleeve. The pressure of the gas inside the cavity acting on the second surface is in the opposite direction to the direction in which the sleeve is moved.

In the structure described above, the cavity surrounding the fuel flow path is a gas reservoir, and the first surface of the sleeve cooperates with the orifice directly or via an annular sealing member; Open and close the above orifice. The pressure of the gas inside the cavity may be applied to a second surface of the sleeve to restrict movement of the sleeve in the direction of opening the orifice, thereby allowing gas to enter the cavity from the combustion chamber of the engine. . The repulsive force of the compressed spring and the pressure of the combustion chamber gas acting on the first surface of the sleeve work together to move the orifice open, allowing gas to enter the cavity. Therefore, the gas pressure inside the cavity is set to a predetermined value by the resultant force of the gas pressure acting on the first and second surfaces of the sleeve and the spring force acting on the sleeve. control so that This predetermined value is lower than the gas pressure in the combustion chamber.

〔Example〕

Hereinafter, a method for injecting fuel into an internal combustion engine based on the present invention,
Several embodiments of a fuel injection device for carrying out this method will be described in detail with reference to the drawings.

FIG. 1 shows a typical fuel supply system for supplying fuel to an internal combustion engine 10. As shown in FIG. This fuel supply device includes a fuel reservoir 12 and a fuel pump 14.
supplies fuel to a fuel metering device 16, which metering device 1
The pressure at which fuel is supplied to 6 is set by a regulator 18. A quantity of fuel is supplied to an injector 20 which supplies the quantity of fuel to a combustion chamber 22 of the internal combustion engine. The amount of fuel supplied is determined by an electronic processing unit or processor 24, and a signal is manually input from the engine to the processor 24 indicating the amount of fuel required by the internal combustion engine.

The predetermined amount of fuel is injected into the combustion chamber of the engine while the fuel is accompanied by gas.

This gas is at a pressure sufficient to pump fuel into the combustion chamber of the engine against the combustion pressure of the engine. This gas is produced by a gas extraction and storage device 25. Device 2 that extracts and stores this gas
5 is a gas reservoir developed to extract gas from the combustion chamber to a constant controlled pressure, and when the pressure of the combustion chamber is higher than the control pressure, This method involves extracting gas from the combustion chamber.

The processor 24 controls the pressurization of the fuel by the gas and the timing of fuel supply to the engine. For details of the structure and operation of a typical fuel metering device and injector suitable for use in the above-described fuel supply system, see International Patent Application No. PCT/AU84.
/No. 00,150 and International Patent Application PCT/AU
85/00.176 and corresponding U.S. Patent Application No. 740.067, '
and is also described in detail in US Patent Application No. 849,501. The descriptions of each of these patent applications, to the extent that they are incorporated by reference in the specification of this patent application, are incorporated herein by reference.

FIG. 2 shows an apparatus 30 for extracting and storing gas.

A device 30 for extracting and storing this gas is shown in FIG.
1 illustrates one embodiment of an apparatus for extracting and storing gas. The entire device for extracting and storing this gas is designated by 25
Expressed as As shown in FIG. 2, a device for extracting and storing this gas has a main body 31, which has a cylindrical end 32, and a threaded portion on the outside of this end 32. provided. This thread cooperates with the thread of the bore in the cylinder head of the engine. The main body part 31 of the device that extracts and stores the gas has a reservoir 33 for storing gas therein and a chamber 34 for receiving the gas.
fL, this gas reservoir 33 and gas receiver are in chamber 3
4 are interconnected via passages 35.

The gas receiver chamber 34 has an opening 36 that connects the gas receiver chamber 34 and the combustion chamber of the engine. The ball 37 cooperates with a conical seat 38 so that the gas receiver connects the chamber 34 to the combustion chamber 2 of the engine.
Isolate from 2. It is when the method 37 engages the dust 38 that the gas receiving chamber 34 is isolated from the combustion chamber 22 of the engine. As described below, the above method 3
7 can be raised from the dust 38.

This is to allow gas to reach the gas receiver chamber 34 from the combustion chamber via the opening 36.

A control rod 40 is arranged coaxially with the opening 36 and the ball 37 and is supported by an upper diaphragm 41 and a lower diaphragm 42, which respectively communicate with the interior of the gas reservoir 33. , a gas receiver is arranged inside the chamber 34. The cavity 43 is disposed between the upper diaphragm 41 and the lower diaphragm 42, is connected to the atmosphere via a relief valve 44, and houses two compression springs 45, which are connected to the main body. 31 and a flange 47 of the center wing longitudinal spar 40.

The opening 48 is connected by suitable fittings and lines to a solenoid valve that is disposed inside the injector 20. The solenoid valve controls the flow of gas in the injector 20 to inject the fuel into the engine.

If the pressure in the gas reservoir 33 and the pressure in the gas receiving chamber 34 are equal, the area of the diaphragm 41 is larger than the area of the diaphragm 42, so that the downward force applied to the rod 40 is transferred by the spring 45 to the control rod 40. It is clear that it is subjected to an upward force applied to the flange 47 of the flange 47, ie, is acted upon in the opposite direction. Therefore, when the pressure in the gas reservoir 33 and the gas receiver are lower than a predetermined value, the control rod 4o is pushed up by the spring 45, resulting in the pressure in the combustion chamber of the engine. When the pressure in the gas receiver is higher than the pressure in the chamber 34, the tube 37 is pushed up and the size of the flow path passing through the opening 36 increases. The predetermined value is the diaphragm 41
, 42 and the characteristics of the spring 45.

However, when the pressure of the chamber 34 and the pressure of the gas reservoir 33 rise, the gas receiver opens the opening 3.
In order to limit the degree of opening of 6, the control rod 40 is lowered. The stop screw 39 is adjustable and limits the maximum opening of the opening 36.

An advantage of this structure is that the tube 37 is always in contact with the seat 38 or rod 40, thereby forming a heat dissipation path for lowering the temperature of the sphere. This is to maintain the bulb at an acceptable temperature while lowering the temperature of the bulb. Furthermore, since the area of the diaphragm 41 and the area of the diaphragm 42 are different, the opening 36 can be opened sufficiently wide. To do this, the required amount of gas is transferred to the chamber 34 from the gas reservoir 33 and the gas receiver during a short period of time when the interior of the combustion chamber is at high pressure.
This is to make it possible to pass through.

This structure has the advantage of minimizing the loss of power of the engine.

Figure 3 shows a device for extracting and storing gas.

This device for extracting and storing gas has a structure different from the device 25 for extracting and storing gas shown in FIG. This end portion 51 has a threaded portion which is screwed into the threaded portion of the opening of the cylinder head. A ball valve 54 in the opening 52 and a cooperating valve seat 55 control the connection between the combustion chamber of the engine and the gas receiver 3. The ball valve 54 has a fixed opening position, and this opening position is formed by the shoulder 63.
It is fully opened whenever the pressure inside the chamber 53 is lower than the pressure in the combustion chamber of the engine.

The chamber 56 for storing gas is the gas receiver chamber 5.
3 through an opening 57. Said opening 57 is controlled by a valve 58.

This valve 58 is connected to the diaphragm 6 by a strong stem 59.
0, and the force acting on one side of this diaphragm 60 is the pressure of the gas in the Champara 6, and the force acting on the other side of this diaphragm 60 includes the force of the compression spring 61 and this compression. This is the resultant force of the force of the atmospheric pressure around the spring 61. The atmospheric pressure around the compression spring 61 is the atmospheric pressure transmitted via the air outlet of the space around the compression spring 61.

With this structure, the gas receiver maintains the gas inside the Champara 3 at approximately the same pressure as the maximum pressure of the combustion chamber of the engine, and the gas receiver stores the gas from the chamber as needed. The gas is guided into a chamber 56 and maintained at a required pressure inside the chamber that stores this gas. This required pressure is set by the regulator spring 61. The chamber 56 for storing the gas is connected, as already explained, to the solenoid valve of the injection device. Additionally, the fuel injection gas is fed into the engine at an appropriate time in the engine's operating cycle.

FIG. 4 shows yet another structure. In this structure, the device for extracting and storing the gas is integrated with the fuel injection nozzle. The stem 70 of this fuel injection nozzle has a hole 71 that passes through the center of the stem 70 and has an opening 72 and a poppet valve seat 73 at its lower end.

The stem 70 passes through a housing 74 and forms a cavity 75 with the housing. A series of small holes or orifices 76 are spaced around the opening 76. In addition, the purpose is to connect the combustion chamber of the engine to the cavity 72, and to connect the combustion chamber and the cavity to flow gas from the combustion chamber to the cavity 75.

The regulator sleeve 77 is slidably supported within the cavity 75 by sealing members 78, 79 to form a gas passage. This gas passage is formed between the outer surface of the regulator sleeve 77 and the surface of the body 74 that matches the sleeve. A series of springs 80 are provided in the recess between the regulator sleeve 77 and the body 74, the springs 80 respectively extending from the sleeve shoulder 77a and the body shoulder 74.
engage a. In addition, the sleeve 7 of the above regulator
7 is pushed upward by a spring 80 as shown in the figure.

At the lower end of the regulator sleeve 77 is an annular lower surface 81 which receives the combustion pressure of the combustion chamber of the engine. The area of the upper surface 82 of the upper end of the regulator sleeve is larger than the area of the lower surface, and the upper surface 82 of the upper end of the regulator sleeve receives the gas pressure inside the cavity 75. Therefore, due to the combination of the gas pressure in the combustion chamber and the force of the spring 80, when the force pushing up the lower surface 81 is greater than the force pushing the upper surface 82 by the gas pressure in the cavity 75, the sleeve 77 of the regulator opens the small hole 76. to this,
This is to pass gas from the combustion chamber to the gas storage chamber 75. When the pressure in the chamber 75 becomes greater than the combined force of the force acting on the lower surface 81 and the force of the spring 80, the regulator sleeve 77 descends to close the small hole 76.

FIG. 4A is a partially enlarged view showing details of the lower end of the holding piece 77 and the structure of the small hole 76. Each of the series of small holes 76 is connected to an annular groove 85 into which a series of small holes 76 are continuously connected around and coaxially with the hole 71 in the central part of the stem 70 of the injector. Extends. The rigid annular annular member 86 acts similar to a check valve;
This annular member 86 also extends continuously so as to be coaxial with the hole 71 and engages with an annular seat 87 . This annular seat portion 87 is provided inside the annular groove 85 and also provided outside the annular groove 85. An annular lower surface 81 of the regulator sleeve 77 abuts against an annular annular member 86 . In addition, this is to hold the annular member 86 in a state in which the annular member 86 can seal the annular groove 85 . When the pressure in the chamber 75 becomes sufficiently lower than the controlled pressure, the pressure in the annular groove 85, which is the gas pressure in the combustion chamber, causes the annular seal member 86 and the regulator sleeve 77 to rise. This is for introducing the gas into the cavity 75. When the pressure in the chamber 75 rises again to the controlled pressure, the regulator sleeve 77 and the annular annular member 86 descend to close the annular groove 85.

In each of the structures described above, gas used to inject a certain amount of fuel is extracted from the combustion chamber. In contrast, in the structure shown in FIG. 5, gas from the combustion chamber is used as a pressurizing source to compress fresh air into which a quantity of fuel is injected. An advantage of this construction is that the fuel injection gas is free of contaminants emanating from the combustion chamber, particularly combustion products that can cause the injector corrosion problems described above. This structure can be fitted equally well to any engine, but, as already explained, is particularly suitable for two-stroke engines.

The structure shown in FIG. 5 has a main body 100.
00 has a compression chamber 101, and this compression chamber 1
01 is connected to the combustion chamber of the engine through a small hole 102. With this structure, the area of the small hole can be changed by the adjustment rod 103. however,
In the case of an engine having a structure that does not require adjustment, the area of the small hole can be adjusted to a size suitable for the engine.

The compression chamber 101 has an opening 104 and a reed valve 1.
05 to the crankcase of the engine. This reed valve 105 opens in response to the crankcase pressure pressurized by the compression chamber 101 .

An exhaust opening 106 is also connected to the compression chamber 106 and controlled by the load valve. Above reed valve 1
07, the opening is configured to open and maintain that state when the pressure drop due to the opening decreases, and close the opening when the pressure drop is greater than a predetermined value. The reed valve 107 has the opening 10 when the compression chamber 101 receives only the pressure of air supplied from the crankcase of the engine.
6 is opened, thereby allowing gas to be discharged from the compression chamber 101. However, when the pressure in the compression chamber 101 increases due to the ingress of gas from the combustion chamber of the engine, the pressure drop in the reed valve 107 becomes large, so that the reed valve closes the exhaust opening 106. .

Pressure control device 110 includes a valve member 111 that is slidably supported within opening 112 . This is to engage with and separate from the seat 113 of the regulator. The valve member 111 is connected to a diaphragm 116 by a rod 115;
A chamber 117 is provided on one side of this diaphragm 116.
on the opposite side of the diaphragm 116, which control force is created by atmospheric pressure and the spring 118. Above chamber 1
The valve member 111 moves away from the pressure 113 when the pressure at 17 is lower than the controlled pressure. This is because the chamber 101 is connected to the chamber 117 via the annular opening 120. This chamber 117 is connected to the fuel injector via an opening 119 and suitable conduits. In addition, this is for supplying gas to the injection device as required.

When the opening 120 in the check valve 114 is open,
Backflow of gas from chamber 117 to chamber 101 is prevented.

When the above structure is used in a two-stroke engine in which the crankcase is scavenged, the following effects occur.

When the piston of this engine is on its downward stroke (expansion stroke), this piston moves toward the bottom dead center, increasing the pressure of the air inside the crankcase of the engine, and causing the air to flow through the opening 104. and sends air into the compression chamber 101, thereby causing the compression chamber 10 to
Fill 1 with air.

During the compression stroke of the engine, that is, when the piston moves toward top dead center, the inside of the combustion chamber of the engine is compressed, and gas flows from the combustion chamber into the small hole 10.
2 to the compression chamber 101.

Next, the pressure in the compression chamber 101 is sufficiently increased. In addition, the reed valve 107 closes the scavenging opening 106 and the reed valve 105 also closes the air intake opening 104. When the pressure in the combustion chamber further compresses the gas entering the compression chamber 101, the compression chamber 101 compresses the air flowing into the compression chamber, and this compressed high pressure air flows into the valve member 111. It becomes ready and enters the chamber 117. This airflow occurs, of course, only when the pressure in the chamber 117 is below the controlled pressure.

During the following expansion stroke of the engine, the pressure falls again inside the compression chamber 101, and then air enters the chamber 101 from the crankcase,
The gas that has already entered from the combustion chamber passes through the exhaust opening 1.
Travel through 06. Next, the compression chamber 101
is filled with fresh air. The above cycle is repeated.

As can be seen from the foregoing, the air entering the chamber 101 from the cylinders of the engine is scavenged and compressed from the chamber 101 during each cycle, passing through the chamber 117 and subsequently into the injector. enter. This air is not contaminated by the combustion material in the cylinders of the engine.

As an alternative to this structure, if necessary, the mixture of air delivered from the crankcase of the engine and gas delivered from the combustion chamber may be transferred to the compression chamber 1.17. It is also possible to have a structure in which the data is compressed within 101. It is also possible to keep the ratio of air in the mixture to gas from the combustion chamber constant. For this purpose, a small hole 102 of an appropriate size and an auxiliary small hole (not shown) provided in the opening 104 are used. If necessary, e.g. adjustment rod 103
can be used to adjust the size of one or more of the apertures to vary the air to gas ratio in the combustion chamber.

This adjustment can be made depending on the operating conditions of the engine.

The embodiment described using FIG. 5 is for use in a two-stroke engine, and with this structure, air
Typically, after being compressed in the crankcase for delivery to the combustion chamber, the compression chamber 10 is
sent to 1.

However, for different types of engines, the air is compressed to the appropriate pressure for supply to the compression chamber 101.

Each of the structures described with reference to FIGS. 2-5 eliminates the disadvantages of construction and operation of conventional types of compressors and compresses gas to the pressure required for injecting fuel into the engine. Devices that extract and store the gas can be used in engines used in a wide range of applications, including all types of vehicles such as automobiles and ships equipped with outboard motors.

In the case of a multi-cylinder engine, each cylinder can be provided with a device for extracting and storing gas independently, and the device for extracting and storing gas can be used to send out gas to be supplied to a fuel injection device. To this end, only each of the attached cylinders or each device is configured to feed compressed gas to a common reservoir or to the injection device of each cylinder. As an alternative structure, the number of cylinders to which a gas extraction and storage device is attached is limited to one or several cylinders, and the installation procedure can be as described above, and the gas installed in this way can be extracted and stored. It is also possible to adopt a structure in which gas is supplied from the storage device to a common reservoir, and gas is supplied from this common reservoir to all the injection devices. Still other configurations allow compressed gas from one cylinder to be supplied to other cylinders of the same engine. in this case,
Preferably, the other cylinders of the same engine are two cylinders that perform combustion strokes in mutually different phases.

The method and apparatus described above can be applied to an injection device widely used in two-stroke internal combustion engines or four-stroke internal combustion engines, and the engine equipped with this injection device can be
It can be used as engines for vehicles and ships, including automobile engines and outboard engines for ships.

In the embodiments already described with reference to FIGS. 1 to 5, the pressure control device is attached to the cylinder in which the embodiments described above are applied, or to each cylinder.

In the case of a multi-cylinder engine, one control device is provided instead of an independent control device for each device, and this one control device is used to send compressed gas from all the devices to the common reservoir. Significant cost and complexity savings can be achieved by providing a fuel injector for each cylinder that controls the fuel injection system and receives compressed gas from the common reservoir. - by way of example, sending the gas extracted from each cylinder to a common line or reservoir, and from this line or reservoir sending said dregs to each injector;
It is also possible to adopt a structure in which the pressure of the gas to be sent is controlled by one control device.

Examples of the special structure of the present invention described above are shown in FIGS. 6 to 8.

A device 125 for extracting gas is shown in FIGS. 6 and 7.

The device 125 for extracting gas has a body, which consists of two parts, namely a head 130 and a body 129.
The outer surfaces of the head portions 13 are each substantially cylindrical, and the head portions 13
0 and the main body 12 are arranged coaxially with each other. The head 130 has a series of six passages 132 extending through the thickness of the head. This passage 132 passes through the lower surface 133 of the head portion.
to the top surface 134. The passages 132 are arranged at equal intervals so as to surround the axis of the head part 130,
Its end portion enters an annular recess 135 provided in the upper surface 134 of the head portion 130. This annular recess 135
is coaxial with the axis of the head section 130. The upper end of the central cavity 136 of the head section 130 is connected to the plug 1.
A series of radially extending passages 1 closed by 37
26, the passageway 126 extends radially from the central recess 136 to the outer surface of the head and is connected to the water cooling cavity of the cylindrical head. This will be discussed later.

The body portion 129 has a central hole 138 extending longitudinally through the body portion, the upper end portion 139 of which is attached to a conduit 140 for sealing the conduit 140. . An end surface 141 at the lower end of the upper body portion 129 is parallel to the upper surface 134 of the head portion. An annular spacer ring 142 is attached to the upper surface 134 of the head section.
and the lower surface] 41, and the spacer ring 142 is provided between the main body part] 29 and the head part 130, and the spacer ring 142 is provided between the main body part 129, the head part 130, and the spacer ring 142. , the outer annular clamp 1
44, it is held coaxially. This clamp 144
extend in the radial direction so as to frictionally engage the outer surfaces of the head portion 130 and the body portion 129. This is to maintain the head section 130 and main body section 129 coaxially assembled.

An annular recess 15 is provided on the lower surface 141 of the main body 129.
0, and this recess 150 is substantially coaxial with and faces the recess 135. The lower surface 141 is also provided with a series of radially extending elongated holes 152 which interact with the annular recess 150 and which extend radially and are connected to the central hole 138. .

An annular gap is formed between the upper surface 134 and the lower surface 14, and an annular valve 155 is provided in this gap. This annular valve is provided in the central opening of the spacer ring 142, and a gap is provided in the radial direction between the annular valve and the opening. thin. The purpose of making the longitudinal wall thickness of the annular valve thinner than that of the spacer ring 142 is to limit the movement of the annular valve in the axial direction between the upper surface 134 and the lower surface 141. The radial width of the annular valve 155 is the same as the width of the annular recess 135.

When the annular valve 155 contacts the upper end surface 134, the annular valve 155 receives the pressure of the gas inside the combustion chamber of the engine. The area of the portion of the annular valve 155 that receives the pressure of the gas inside the combustion chamber corresponds to the area of the annular portion of the recess 135. On the other hand, the entire surface of the opposite side of the annular valve receives the pressure of the gas inside the central hole 138 of the main body. This is due to the movement of the annular valve, as shown in FIG.

The pressure in the combustion chamber is sufficiently higher than the pressure in the central hole 138, and the pressure of the gas in the annular recess 135 pushing the annular valve upwardly acts on the upper surface of the annular valve in the central hole 138. If the pressure is greater than that, the annular valve will rise out of contact with the surface 134. When the annular valve is in this raised position, gas flows through the passage 13.
2 and enters the central hole 138 through the annular recess 135.

It is clear that the operation of the annular valve 155 is similar in principle to the annular member 86 shown in the embodiment of the invention already described with reference to FIGS. 4 and 4A. However, in this embodiment, the annular valve 155 is not subjected to any pressure due to the force of the regulator spring. This spring essentially controls the pressure that raises the annular valve. The purpose of raising this annular valve is to admit gas into the central hole 138. In this embodiment, the position of the annular valve 155 is completely governed by the difference between the gas pressure in the annular recess 135 and the pressure in the axial bore 138.

In order to align the device assembled as described above with the cylinder head of the engine, a cylindrical passage 151 with a suitable step is provided, and this passage 151 is connected to the inside of the combustion chamber through the cylinder head. and further connected to a suitable position for the cooling water passage in the cavity inside the cylinder head. The cavity inside the cylinder head is, for example, a cavity 160 shown in FIG. 6. Next, the sleeve 161 is inserted into the passage 151.
A compression seal is aligned within the larger end 162 of the sleeve 161, and the body portion 129 is slidably aligned within the sleeve 161. At this time, the main body portion 129 closes the sleeve 161. An O-ring 162 seals between this sleeve and the main body. Alternatively, the sleeve may be formed integrally with the cylinder head.

External clamp plate 145 is engaged with annular shoulder 155 . This shoulder portion 155 is provided on the main body portion 129, and the shoulder portion 167 is attached to the head portion 130 using a fixing bolt 166.
and attach the shoulder portion 167 to the passage 151, and compress the seal member 1 between the head portion and the shoulder portion 167.
Seal with 68. The fixing bolt 166 is tightened to firmly connect the head portion 130 and the main body portion 129. It is clear that in this way the retaining function of the fixing ring 144 becomes preliminary.

Although the fixing action of this fixing ring is required, it is necessary to assemble a suitable member that is not built into the engine and does not need to withstand the gas pressure force of each part of the above device that is withstood by the external fixing plate 145 during use. It is only when it is held.

A passage 151 in the cylinder head is connected to a coolant cavity 160 inside the cylinder head. A cooling liquid is passed through the passage 126 and cavity 136 of the head section 130 to cool the head section. Further, since the cooling liquid is passed through the recess 165 provided substantially outside the main body 129, the main body can be further cooled.

FIG. 8 shows a typical gas passage that can be adopted in a three-cylinder engine. In this typical gas passage, a device for extracting gas as shown in FIGS. 6 and 7 is attached to each cylinder, and the pressure of the gas in this device for extracting gas is constant so that two fuels are supplied to the engine. into each cylinder. The three cylinders 171 to 173 are attached to a device 125 for extracting gas, and the device 125 for extracting gas feeds the gas into a common pipe line 174.
This common line 174 acts as a gas reservoir. A reservoir of this gas is required only if the relatively small volume dimension of conduit 174 is used for convenience and cost savings. The supply of gas from the line 174 to the fuel injector 175 is controlled by a regulator 176, and the pressure of this gas is stably maintained at a selected value. When the pressure of the gas in the controller 175 is at the desired value, the regulator 176 does not allow gas to flow from the line 174 to the controller 175, so that the pressure of the gas in the line 174 increases. is clear. This increase in gas pressure in the line 174 causes a similar increase in the pressure in the central hole 138 of each of the gas extraction devices 125, and thus increases the pressure in the central hole 138 of each gas extraction device 125.
25 each annular valve 155 is enlarged to prevent gas from flowing from each cylinder of the engine through the passageway 132 and into the central hole 138. The control device 17
5 becomes lower than a required value, the regulator 176 connects the controller 17 from the conduit 174.
5, the pressure in the pipe line 174 decreases, and the pressure in the central hole 138 also decreases,
Accordingly, the annular valve 155 can be raised to allow gas to flow from the engine cylinders into the conduit 174.

The gas from the control device 175 is supplied with a controlled pressure to a device 178 for metering and injecting fuel;
A device 178 for metering and injecting this fuel is attached to the cylinders 171-173. The fuel metering and injection device 178 is conveniently constructed as disclosed in Australian patent application no. . However, the device for metering and injecting fuel using other structures, i.e., the device for metering and injecting fuel using gas at a pressure that injects the fuel into the engine, may be configured as disclosed herein. It can also be used in combination with any of the degassing devices and any of the devices having the structure as described in detail with reference to the figures.

6 and 7 above, including a central fuel passageway and associated valves similar to the fuel passageway 71 and its valve 72 shown in FIG. It is also easy to improve the structure.

Above, the method of directly injecting fuel into the combustion chamber of an engine and the device for implementing this method based on the present invention have been specifically explained. It goes without saying that the present invention can also be applied to a fuel injection device having a structure for feeding fuel.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a typical fuel supply device, FIG. 2 is a sectional view of a first embodiment of the device for extracting and storing gas, and FIG. 3 is a second embodiment of the device for extracting and storing gas. Figure 4 is a cross-sectional view of the third embodiment of the device for extracting and storing gas, Figure 4A is an enlarged view of part A in Figure 4, and Figure 5 is for extracting and storing gas. A sectional view of a fourth embodiment of the device; FIG. 6 is a longitudinal sectional view of an engine head of an engine equipped with a device for extracting and storing gas;
FIG. 7 is an enlarged view of part A of FIG. 6, and FIG. 8 is a schematic diagram of a fuel injection device used in a multi-cylinder engine, including the devices shown in FIGS. 6 and 7. 10... Internal combustion engine, 12... Fuel reservoir, 14.
・・Fuel pump, 1b・・Fuel J1 device, ] 8・・
Regulator, 20... Fuel ↑-1 injection device, 22 ・
Combustion chamber, 24...Electronic processing device, 25.30...
A device for extracting and storing gas, 31... Main body of the device for extracting and storing gas, 33... Gas reservoir, 34... Gas receiver is chamber, 41.42... Diaphragm, 43... Cavity, 45... Compression spring, 50... Main body of the device for extracting and storing gas;
53. 56...Gas receiver is chamber, 58...Valve,
74... Housing, 75... Cavity, 76.
... Orifice, 77 ... Regulator sleeve,
100... Main body part, 101... Compression chamber, 10
2... Orifice, 103... Surface fine adjustment rod,
106...Exhaust opening, 107...Reed valve, 1
10... Pressure control device, 111... Valve member, 114
... Check valve, 117 ... Chamber, 125 ... Device for extracting and storing gas, 129 ... Main body, 1
30...Head part, 140...Pipeline, 142...
Spacer ring, 144... Clamp, 150...
Recessed portion, 152... Elongated hole, 155... Annular valve, 160
...Cavity, 175...Control device, 176...
-Regulator, 175...A device that measures and injects fuel. Applicant's representative Sato-Yu FIC, 4 RG, 5

Claims (29)

[Claims] 1. One or more combustion chambers are provided, a certain amount of fuel is accompanied by the feed gas in the combustion chamber, and the pressure of the feed gas causes
A method of injecting fuel into an internal combustion engine in which fuel is injected directly during each combustion stroke, comprising the steps of directing gas from one or more combustion chambers of the internal combustion engine into a reservoir of gas, and controlling the pressure of the gas in the reservoir to the combustion chamber. controlling the flow of gas into the reservoir to maintain a pressure substantially higher than that sufficient to directly inject the fuel into the combustion chamber; supplying gas at pressure from a reservoir of said gas. 2. Fuel is injected into an internal combustion engine that is equipped with one or more combustion chambers, and for each combustion stroke, a certain amount of fuel accompanies the feed gas and is directly injected into each combustion chamber independently by the pressure of the feed gas. a method comprising: directing gas from one or more combustion chambers of the internal combustion engine into a reservoir of gas; and prior to initiation of combustion in the combustion chamber, increasing the pressure within the reservoir to approximately a maximum compression pressure of the combustion chamber; controlling the delivery of gas to said reservoir to maintain a high pressure; and controlling the delivery of gas from said reservoir of gas at a controlled pressure to receive a fixed amount of fuel and deliver said fuel to each of said combustion chambers. 1. A method of injecting fuel into an internal combustion engine, the method comprising: supplying fuel to an internal combustion engine. 3. Claim 1, characterized in that the gas is sent from the combustion chamber to the gas reservoir when the pressure in the combustion chamber is higher than the pressure in the gas reservoir and the pressure difference is a predetermined value. Method of injecting fuel into an internal combustion engine as described. 4. The pressure of the gas in the gas reservoir is a predetermined value, and the predetermined value is higher than the pressure at which the fuel is compressed in the combustion chamber before ignition. A method of injecting fuel into an internal combustion engine as described in Section 3. 5. When the pressure in the combustion chamber is higher than the pressure in the intermediate chamber, gas is supplied from the combustion chamber to the intermediate chamber through a small hole of a certain size, and gas is supplied from the intermediate chamber to the gas reservoir. A method for injecting fuel into an internal combustion engine according to claim 1 or 2, characterized in that: 6. Claim 1, characterized in that during a part of the cycle of the combustion chamber, the intermediate chamber is scavenged with gas from the combustion chamber when the pressure in the combustion chamber is lower than the pressure in the intermediate chamber. A method of injecting fuel into an internal combustion engine as described in item 5. 7. When scavenging is completed, scavenging gas remains inside the intermediate chamber, and the scavenging gas is compressed by the next gas sent from the combustion chamber to the reservoir. A method for injecting fuel into an internal combustion engine as claimed in claim 1 or 3. 8. The internal combustion engine is a multi-cylinder engine, wherein gas is supplied from a gas reservoir to the combustion chamber of each cylinder for fuel delivery, and gas is supplied from the one or more cylinders to the gas reservoir. A method for injecting fuel into an internal combustion engine according to any one of claims 1 to 7. 9. Fuel is supplied to an internal combustion engine having one or more combustion chambers configured such that an independent fixed amount of fuel is directly injected into each combustion chamber along with the inlet gas for each combustion stroke due to the pressure of the inlet gas. a method for injecting gas into a gas reservoir from one or more combustion chambers of the internal combustion engine; injecting fuel into an internal combustion engine, the method comprising the steps of: controlling the delivery of gas to the internal combustion engine; and supplying gas at a controlled pressure from the gas reservoir to deliver the fuel to each of the combustion chambers. Method. 10. Gas is supplied to the gas reservoir through a small hole with a variable area, and there is a pressure difference between the gas reservoir and the combustion chamber, and when the pressure difference increases within a predetermined range, the area of the small hole increases. A method for injecting fuel into an internal combustion engine as claimed in claim 1. 11. preparing a predetermined amount of fuel based on demand from the internal combustion engine; and delivering the predetermined amount of fuel to the internal combustion engine with feed gas at a pressure sufficient to deliver the predetermined amount of fuel to the internal combustion engine. feeding the inlet gas and accompanying fuel into the internal combustion engine at a timing synchronized with the operating cycle of the internal combustion engine; and feeding gas from one or more combustion chambers of the internal combustion engine into the reservoir. and a method for injecting fuel into an internal combustion engine, comprising controlling the feeding of gas from the combustion chamber so as to maintain the pressure of the gas inside the reservoir at approximately a predetermined pressure. 12. a fuel metering device installed to prepare a quantity of fuel based on demand from the internal combustion engine, and selecting said quantity of fuel to said internal combustion engine in association with an inlet gas supplied from a reservoir of gas; a gas supply device for supplying gas from one or more combustion chambers of the internal combustion engine to the gas reservoir; and a gas supply device for supplying gas to the gas reservoir from one or more combustion chambers of the internal combustion engine; a control device for controlling the supply of gas from the combustion chamber to the reservoir to maintain the pressure at a value substantially higher than that required for delivery, and from the gas reservoir at a controlled pressure for delivering fuel to the internal combustion engine; A method for injecting fuel into an internal combustion engine, comprising: a gas supply device for supplying gas. 13. It has one or more combustion chambers. In a fuel injection device for injecting fuel into an internal combustion engine, each of the fuel injection devices is provided with a fixed amount of fuel that accompanies the incoming gas, and each of the independent fixed amounts of fuel is injected into the gas. a gas supply device for supplying gas from one or more combustion chambers of the internal combustion engine to a gas reservoir; a control device that controls the supply of gas to the gas reservoir in order to maintain the internal gas pressure at approximately the pressure before the start of combustion in the combustion chamber;
A fuel injection device for an internal combustion engine, comprising a gas supply device that receives the predetermined amount of fuel and supplies gas at a controlled pressure from the gas reservoir in order to feed the fuel into each combustion chamber. Device. 14. Claim 12 or 13, characterized in that the device for controlling the supply of gas to the reservoir is capable of performing the supply when there is a pressure difference between the combustion chamber and the reservoir. Fuel injection system for internal combustion engines. 15. A device for controlling the supply of gas to said reservoir includes one or more small holes for connecting said combustion chamber to said reservoir and for adding gas to said reservoir when there is a pressure difference of said predetermined value. 15. The fuel injection device for an internal combustion engine according to claim 14, further comprising a valve device disposed to open the small hole. 16. the plurality of small holes and the valve device, each of the small holes being connected to an annular recess, an axially open side of the recess being connected to the reservoir, and the valve device being an annular valve. a member, the valve member being disposed coaxially with the annular recess and having a closed position on the open side of the annular recess and an open position spaced apart from the open side of the recess. Claim 1, wherein the annular valve member is moved in the axial direction between the annular valve members, and the axial movement is performed by a difference in gas pressure between the axially opposite sides of the annular valve member.
The fuel injection device for an internal combustion engine according to item 5. 17. In the annular valve member, the area of the annular recess of the annular valve member receiving gas pressure when the annular valve member is in the open state is the area when the annular valve member is in the closed state. 17. The fuel injection device for an internal combustion engine according to claim 16, wherein the fuel injection device has a larger diameter. 18. 18. The fuel injection device for an internal combustion engine according to claim 16, further comprising a device for elastically pushing the annular valve member into the closed state. 19. A housing and a valve member are provided, the housing incorporating the aperture and an annular recess, the housing being mounted to the internal combustion engine to connect the aperture to a combustion chamber of the internal combustion engine, and the housing conveying fuel. the fuel flow path is coaxial with the annular recess and connected to the combustion chamber, and the valve member has a function of controlling fuel sent from the fuel flow path to the combustion chamber. A fuel injection device for an internal combustion engine according to claims 16 to 18, characterized in that the fuel injection device performs the following. 20. 20. Claim 19, wherein the reservoir includes an annular cavity, the cavity being formed within the housing, and at least a portion of the annular cavity extending around the fuel flow path. Fuel injection system for internal combustion engines. 21. A device is provided for applying a force to the annular valve, the force being responsive to the pressure in the gas reservoir, the response being to supplement the force increased by the pressure in the reservoir, the pressure in the reservoir being The internal combustion engine according to claim 16, wherein the internal combustion engine directly acts on the annular valve member, and the direct action is for maintaining the annular valve member in a closed state. Fuel injection device for. 22. The device for supplying gas to the gas reservoir has a compression chamber, an internal combustion engine exhaust port and exhaust valve, an air intake port, a fuel inlet port, and a defined bleed port, the exhaust port being A compression chamber is connected to a combustion chamber of an internal combustion engine, and the exhaust valve is installed to open the exhaust port, and the exhaust valve opens the exhaust port when the pressure in the combustion chamber is predetermined from the pressure in the compression chamber. the air intake port connects the compression chamber to an air source device, and a one-way actuated air valve allows air to enter the compression chamber from the air source device. , the fuel inlet connects the compression chamber to the gas reservoir, and a pressure responsive valve controls the flow of fuel through the fuel inlet to open the fuel inlet when the pressure in the gas reservoir is lower than a predetermined value. the restricted bleed port connects the compression chamber to surrounding structure, and the surrounding structure controls the pressure of the compression chamber when the combustion chamber gas pressure exceeds the air supply pressure. When air is compressed to be delivered to the gas reservoir and a gas valve of the internal combustion engine is closed, the air source device delivers air to the compression chamber, and the air is delivered from the compression chamber via the bleed port. The fuel injection device for an internal combustion engine according to claim 12 or 13, characterized in that the injection device is used to scavenge gas from the internal combustion engine. 23. A two-stroke internal combustion engine, characterized in that fuel is sent to the combustion chamber by the method of injecting fuel into an internal combustion engine as set forth in any one of claims 1 to 11. 24. A two-stroke internal combustion engine, characterized in that fuel is sent to the combustion chamber by a fuel injection device according to any one of claims 12 to 22. 25. An internal combustion engine for an automobile, characterized in that fuel is delivered to the combustion chamber by the method of injecting fuel into the internal combustion engine as set forth in any one of claims 1 to 11. 26. An internal combustion engine for an automobile, characterized in that fuel is sent to the combustion chamber by a fuel injection device according to any one of claims 12 to 22. 27. An internal combustion engine for ships, characterized in that fuel is delivered to the combustion chamber by the method of injecting fuel into the internal combustion engine as set forth in any one of claims 1 to 11. 28. An internal combustion engine for a ship, characterized in that fuel is sent to the combustion chamber by a fuel injection device according to any one of claims 12 to 22. 29. The marine internal combustion engine according to claim 27 or 28, which is an outboard motor.