US20010029927A1 - Fuel supply system for a direct injected outboard engine - Google Patents
Fuel supply system for a direct injected outboard engine Download PDFInfo
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- US20010029927A1 US20010029927A1 US09/881,534 US88153401A US2001029927A1 US 20010029927 A1 US20010029927 A1 US 20010029927A1 US 88153401 A US88153401 A US 88153401A US 2001029927 A1 US2001029927 A1 US 2001029927A1
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- fuel
- engine
- pump
- cylinder
- camshaft
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
- F02B61/045—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for outboard marine engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
- F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/20—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/007—Venting means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1824—Number of cylinders six
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an engine of the type utilized to power an outboard motor, and more particularly to a fuel supply system for an engine positioned within a cowling of an outboard motor and powering a water propulsion device of the motor.
- Fuel vapors can be problematic in the fuel-supply system for internal combustion engines, especially those of the type in which the fuel is injected with a fuel injector. Fuel vapors are unpredictable and their concentration in the fuel supply system varies. The unpredictability of the vapors causes the fuel injector to deliver fuel in a ratio to the air which may be leaner or richer than desired, resulting in poor engine performance.
- the fuel supply system may be used with an engine positioned in a confined space, such as the cowling of an outboard motor. In these situations, space is limited, and the fuel supply system needs to be as small and simple in arrangement as possible.
- the mechanical high pressure pump can be located in the vicinity of the engine's cylinder head.
- the fuel rails that deliver fuel from the high pressure pump to fuel injectors can be located close to the cylinder head. Since the cylinder head is heated by lubricating oil, it becomes very hot. As heat is transferred from the cylinder head to the fuel supply system, vapors may accumulate within the fuel rails.
- the fuel supply system of the present invention is arranged to reduce the girth of the engine and to reduce the transmission of vapor to the charge former(s) of the engine. In this manner, the air/fuel ratio of the charge supplied to each combustion chamber of the engine is more accurately controlled and engine operation is improved.
- an engine for powering an outboard motor.
- the engine is positioned in a cowling of the motor and is arranged to drive a water propulsion device of the motor.
- the engine comprises a plurality of combustion chambers arranged vertically relative to each other. Each combustion chamber communicates with a charge former.
- a fuel supply system includes a pump and a fuel rail. The fuel rail communicates with the charge formers and the pump has a discharge port that communicates with the fuel rail. The pump discharge port is positioned above the uppermost one of the charge formers so that any vapor forming in the fuel rail can travel upwardly to the pump.
- the engine includes a pair of cylinder banks, each of which defines in part a plurality of combustion chambers arranged generally one above the other.
- the pump is arranged in this engine so as to be at a higher position on the engine than the uppermost one of the charge formers associated with at least one of the cylinder banks, and preferably higher than an uppermost one of all of the charge formers associated with both cylinder banks.
- the fuel pump in one mode can be positioned on a top side of the engine and be driven by a crankshaft of the engine through a pulley system.
- the fuel pump can be driven by a camshaft of the engine through a pulley system, through a direct axial connection, or through a cam of the camshaft.
- Another aspect of the present invention involves an engine with a compact configuration that powers an outboard motor.
- the engine is positioned within a cowling of the motor and is arranged to drive a water propulsion device.
- the engine comprises a cylinder block and at least one cylinder head connected to the cylinder block.
- the cylinder head and the cylinder block cooperate with each other to define a cylinder bank containing at least one cylinder.
- Each cylinder accommodates a reciprocating piston.
- At least one combustion chamber is defined between the cylinder head, a wall of the cylinder, and the corresponding piston.
- a fuel system is provided and includes a fuel pump that communicates with a charge former through a fuel rail.
- the charge former communicates with the combustion chamber.
- the cylinder head has a recess formed along a side thereof, and the fuel rail is positioned within the recess.
- the engine has a V type configuration and further including a second cylinder head attached to the cylinder block.
- the second cylinder head and the cylinder block cooperate with each other to define a second cylinder bank containing at least one cylinder.
- the second cylinder head like the first cylinder head, includes a recess formed along a side thereof, and another fuel rail is received within the recess of the second cylinder head.
- FIG. 1 is a partial sectional side view of an outboard motor powered by an engine and an associated fuel supply system, both of which are configured in accordance with a preferred embodiment of the present invention
- FIG. 2 is a top view of the motor illustrated in FIG. 1, with a cowling of the motor and several internal components of the engine illustrated in phantom;
- FIG. 3 is a rear end view of the engine illustrated in FIG. 2 showing the fuel supply system
- FIG. 4 is front end view of the engine illustrated in FIG. 2;
- FIG. 5 is a top view of an outboard motor powered by an engine and an associated a fuel supply system, which are configured in accordance with another embodiment of the present invention, with a cowling of the motor and several internal components of the engine illustrated in phantom;
- FIG. 6 is a top view of an outboard motor powered by an engine and an associated fuel supply system, which are configured in accordance with an additional embodiment of the present invention, with a cowling of the motor and several internal components of the engine illustrated in phantom; and
- FIG. 7 is a top view of an outboard motor powered by an engine and an associated fuel supply system, which are configured in accordance with another embodiment of the present invention, with a cowling of the motor and several internal components of the engine illustrated in phantom.
- FIG. 1 illustrates an outboard motor 20 powered by an engine 22 and having a fuel supply system in accordance with the present invention.
- the fuel supply system is described for use with an engine powering an outboard motor 20 since this particular application is one in which the features of the fuel supply system described have particular benefits. It should be understood, however, that the engine 22 which is supplied fuel with the fuel supply system arranged as described may be used in other applications.
- the outboard motor 20 is of the type utilized to propel a watercraft 24 .
- the outboard motor 20 has a power head comprised of a main cowling portion 30 .
- the motor 20 includes a lower unit 34 extending downwardly from the cowling portion 30 .
- the lower unit 34 comprises an upper or “driveshaft housing” section 38 and a lower section 40 .
- the motor 20 is connected to a steering shaft (not shown).
- the steering shaft is supported for steering movement about a vertically extending axis within a swivel or steering bracket 44 .
- the swivel bracket 44 is connected by means of a pivot pin (not shown) to a clamping bracket 48 which is attached to a transom portion 32 of a hull 36 of a watercraft 24 .
- the pivot pin permits the outboard motor 20 to be trimmed and tilted up about the horizontally disposed axis formed by the pivot pin.
- the engine 22 is positioned within the cowling portion 30 .
- the engine 22 is preferably of the six-cylinder, four-cycle variety, and is arranged in a “V” fashion.
- the engine 22 has a cylinder block 52 with a first cylinder head 53 and a second cylinder head 54 connected thereto and cooperating therewith to define first and second cylinder banks 55 , 57 .
- the cylinder banks 55 , 57 define a valley between them. This valley faces away from the watercraft to which the motor 20 is attached.
- Each bank preferably defines three cylinders 59 , each having a combustion chamber 58 defined in the space between the cylinder 59 , its corresponding cylinder head 53 , 54 , and a piston 66 movably positioned in the cylinder 59 .
- the engine 22 may have a greater or lesser number of cylinders, such as two, four, or eight or more and be arranged in other than “V” fashion, such as in an in-line arrangement.
- the cylinder block is shown as unitary component, it is understood that it can be formed by a plurality of elements and thus constitute an assembly (i.e., a cylinder block assembly).
- the cylinder heads in the illustrated embodiments, are actually assemblies formed by at least a head casting and a cover.
- each piston 66 is connected to a connecting rod 68 extending to a vertically extending crankshaft 56 .
- the crankshaft 56 is connected to a top end of a driveshaft 60 which extends downwardly through the lower unit 34 , where it drives a bevel gear and a conventional forward-neutral-reverse transmission 61 .
- a control (not shown) is preferably provided for allowing an operator to remotely control the transmission from the watercraft 24 .
- the transmission drives a propeller shaft 63 which is journaled within the lower section 40 of the lower unit 34 in a known manner.
- a hub 62 of a propeller 64 is coupled to the propeller shaft 63 for providing a propulsive force to the watercraft 24 in a manner well known in this art.
- crankshaft 56 is journaled for rotation with respect to the cylinder block 52 .
- a crankcase cover 69 engages an end of the block 52 generally opposite the heads 53 , 54 , defining therein a crankcase chamber 67 within which the crankshaft rotates.
- the crankcase cover 69 may be attached to the cylinder block 52 by bolts or similar means for attaching known to those skilled in the art.
- the crankcase chamber 67 is positioned generally opposite the heads 53 , 54 and on the side of the engine closest to the watercraft 24 .
- a flywheel 104 is preferably maintained in position on the top end of the crankshaft 56 .
- the engine 22 includes an air intake system 72 for providing air to each combustion chamber 58 .
- the intake system 72 is preferably positioned at the crankcase or watercraft end of the engine 22 .
- air passes through the vent (not shown) in the motor cowling 30 into a pair of inlets 71 leading to a silencer 73 .
- a main intake pipe 74 leads upwardly from the silencer 73 .
- a throttle 116 is provided for controlling the flow of air into the combustion chambers 58 .
- the throttle 116 preferably comprises a moveable plate positioned within the intake pipe 74 and is preferably controlled through a cable by the operator of the watercraft.
- Branch pipes or passages 75 lead from the main intake pipe 74 to first and second surge tanks 76 .
- a manifold 77 extends from each surge tank 76 .
- Each manifold 77 has a main part 79 connected to the surge tank 76 leading to individual branches 78 extending therefrom.
- each manifold 77 has three branches 78 , each branch 78 extending to a passage 80 in the cylinder head 53 , 54 leading to one of the combustion chambers 58 .
- means are provided for controlling the flow of air into each combustion chamber 58 .
- This means preferably comprises at least one intake valve 82 corresponding to each intake passage 80 .
- all of the intake valves 82 for each bank of cylinders are preferably actuated by a single intake camshaft 84 .
- the intake camshaft 84 is mounted for rotation with respect to its respective cylinder head 53 , 54 and is connected thereto with at least one bracket.
- Each intake camshaft 84 rotates within an enclosure defined by the cylinder head 53 , 54 and a camshaft cover 88 connected thereto.
- Each valve 82 preferably has a head which is adapted for seating against a valve seat in the passage 80 , and a stem extending from the head through a valve guide 81 to a follower.
- a spring is positioned between the follower and a portion of the cylinder head 53 , 54 for biasing the valve 82 upwardly into a position in which the valve 82 closes the passage 80 .
- An exhaust system is provided for routing the products of combustion within the combustion chambers 58 to a point external to the engine 22 .
- an exhaust passage 90 leads from each combustion chamber to a main passage 92 . The remainder of the exhaust system is described in more detail below.
- FIG. 2 also shows means for controlling the flow of exhaust from each combustion chamber 58 to its respective exhaust passage 90 .
- This means preferably comprises at least one exhaust valve 96 .
- the exhaust valves 96 of each cylinder bank are preferably all actuated by a single exhaust camshaft 98 .
- Each exhaust camshaft 98 is journaled for rotation with respect to its respective cylinder head 53 , 54 and connected thereto with at least one bracket.
- Each exhaust camshaft 98 is enclosed within the camshaft cover 88 .
- each exhaust valve 96 preferably includes a head for selective positioning against a valve seat in the passage 90 .
- a stem extends from the head of the valve 96 through a valve guide in the cylinder head 53 , 54 .
- a follower is positioned at the opposite end of the stem for engagement by the camshaft 98 .
- a spring is positioned between the follower and the cylinder head 53 , 54 for biasing the valve 96 into a position in which the valve closes the passage 90 .
- means are provided for driving the camshafts 84 , 98 .
- This means for driving may be of a variety of types known to those skilled in the art, such as a toothed gear mounted on the crankshaft, a similar gear mounted to each camshaft, and a timing chain extending in engagement with the gears whereby the crankshaft drives the camshafts.
- an exhaust guide 122 is positioned at the bottom end of the engine 22 .
- the exhaust guide 122 has a passage 124 extending therethrough which communicates with the common exhaust passage 92 .
- the common exhaust passage 92 extends through the valley of the engine 22 and is defined by the cylinder block 52 .
- the individual exhaust passages 90 lead to the common exhaust passage 92 .
- An exhaust pipe 126 is connected to the bottom side of the exhaust guide 122 in alignment with the passage 124 therethrough.
- the exhaust pipe 126 terminates within a chamber of a muffler 128 .
- the muffler 128 is positioned within the lower unit 34 near the driveshaft 60 .
- An exhaust gas outlet is provided in the bottom end of the muffler 128 , through which the exhaust gas is routed (in the direction of arrows “E”) through the hub 62 of the propeller 64 to a point external of the motor 20 .
- a suitable ignition system is provided for igniting an air and fuel mixture within each combustion chamber 58 .
- the ignition system may include a spark plug for use in igniting the air and fuel mixture within each combustion chamber 58 .
- a cooling system is provided for cooling the engine 22 .
- cooling liquid preferably water from the body of water in which the motor 22 is positioned
- the pump 130 is preferably driven by the driveshaft 60 and expels the cooling liquid upwardly through a cooling liquid supply pipe 132 .
- the coolant flows through the supply pipe 132 from the pump 130 to one or more coolant jackets (not shown) for cooling the engine 22 , such as the cylinder heads 53 , 54 , block 52 , and exhaust system.
- the cooling system may include a pressure valve (not shown) positioned along the coolant path for diverting coolant through a relief passage and thereon to the coolant drain system in the event the coolant pressure exceeds a predetermined high pressure.
- the cooling system may include a thermostat positioned along the coolant path for monitoring the temperature of the coolant. The thermostat is preferably and arranged so that if the coolant temperature is high, the thermostat is opened to allow coolant to flow though the engine 22 at a high rate. On the other hand, if the temperature of the coolant is low, then the thermostat is closed, allowing the engine to warm up.
- the coolant is preferably returned through a discharge into the body of water.
- the engine 22 preferably includes a lubricating system for providing lubricant to the various portions of the engine.
- the lubricating system includes an oil reservoir 134 positioned below the engine 22 .
- the reservoir 134 is in communication with an oil pump 136 via a suction tube 138 .
- the oil pump is drivingly positioned on the end of the crankshaft 56 at the bottom of the engine 22 . Seals are provided for sealing the oil pump with respect to the remainder of the engine 22 .
- the oil pump 136 draws lubricant from the reservoir 134 and then delivers it through a connecting passage through galleries leading throughout the engine. The lubricant is then arranged to drain back to the reservoir 134 for reuse.
- a portion of the cooling system may be arranged to cool the lubricant in the reservoir.
- the engine 22 may include additional engine auxiliary features or accessories such as an alternator 148 .
- the alternator 148 is utilized to produce electricity for firing the spark plugs and similar functions.
- the alternator 148 is run by a belt 150 which is driven by a pulley 149 mounted on the end of the crankshaft 56 below the flywheel 104 .
- the alternator 148 is positioned near the top of the engine 22 on the crankcase end of the engine 22 opposite its valley.
- the engine 22 may also include a starter motor (not shown) for use in starting the engine.
- the air inlet is formed in a lower end of the intake pipe 74 . Air passes upwardly through the pipe 74 and is delivered to the surge tanks 76 .
- FIGS. 1 - 3 illustrate a fuel supply system in accordance with a first embodiment of the present invention.
- fuel is pumped from a fuel source, such as a tank 168 on board the watercraft 24 , through a supply line 172 by a low pressure pump 174 .
- Tis pump 174 may be of the diaphragm type.
- the pumped fuel is passed through a filter 176 positioned along the line 172 .
- the fuel is delivered by the pump 174 through a fuel line 173 to an inlet pipe 175 of a vapor separator 178 .
- the vapor separator 178 is adapted to separate liquid fuel from vapor in any known manner.
- An electric pump (not shown) within the vapor separator supplies fuel through a fuel supply pipe 180 to a high pressure pump 179 .
- the high pressure pump 179 delivers fuel under high pressure to a fuel delivery manifold 181 .
- the manifold 181 communicates with a pair of substantially vertical fuel rails 182 , 183 .
- Each fuel rail 182 , 183 extends adjacent to one of the cylinder banks 55 , 57 and supplies fuel under pressure to fuel injectors 114 .
- the fuel injectors 114 are preferably arranged to inject fuel directly into the combustion chambers 58 . This direct injection arrangement requires that the fuel be supplied to the injectors at a relatively high pressure such as, for example, a pressure within the range of 50 to 150 kg/cm 2 .
- the high pressure fuel pump 179 is preferably a mechanically operated pump constructed after a manner known in the art.
- the pump 179 is preferably positioned at the top end of the engine 22 vertically above the uppermost fuel injector 114 .
- the fuel delivery manifold 181 preferably extends substantially horizontally along the top of the engine before bending to deliver fuel to an upper end 182 a, 183 a of each fuel rail 182 , 183 .
- the fuel pump 179 is positioned at the uppermost point of the fuel supply system 166 .
- a lower end 182 b , 183 b of each fuel rail 182 , 183 is closed.
- the mechanical fuel pump is continuously driven by the engine 22 , thus maintaining a high fuel pressure in the fuel rails 182 , 183 .
- the pump includes a pressure regulator (not shown). When the pressure within the pump 179 exceeds a desired limit, the regulator opens an access and some of the contents of the fuel pump 179 are dumped through a return line 185 to the vapor separator 178 .
- Each fuel rail 182 , 183 is positioned adjacent the respective cylinder heads 53 , 54 on an outer side 187 of the cylinder head 53 , 54 .
- each cylinder head 53 , 54 has a recess 188 formed on its outer side 187 at a location immediately adjacent the point where the intake manifold branch 78 meets the cylinder head passage 80 .
- the recesses 188 run substantially vertically along the outer side 187 of the cylinder heads 53 , 54 .
- a fuel rail 182 , 183 is fit within each of these recesses 188 .
- Positioning the fuel rails 182 , 183 within the recesses 188 contributes to the compactness of the engine. More room is thus available within the cowling for other components.
- the cylinder heads 53 , 54 tend to become very hot during operation of the engine. Since the fuel rails 182 , 183 are in such close proximity to the cylinder heads 53 , 54 , heat from the cylinder heads will tend to vaporize some of the fuel within the fuel rails. Fuel vapor within the rails 182 , 183 is undesired because it may interfere with the consistency of fuel injected through the fuel injectors 114 into the combustion chambers 58 , and thus may adversely affect engine running conditions.
- the high pressure mechanical fuel pump 179 is preferably powered by the crankshaft 56 .
- the high pressure pump 179 has a driveshaft (not shown) connected to a pump pulley 190 .
- a drive pulley 192 is positioned on the crankshaft 56 just below the flywheel 104 .
- the drive pulley 192 drives the pump pulley 190 by means of a drive belt 194 .
- the vapor separator 178 , low pressure fuel pump 174 and fuel filter 172 are all positioned in the valley of the engine 22 . As illustrated in FIG. 3, the vapor separator 178 is positioned above the low pressure fuel pump 174 and the fuel filter 172 , which are themselves generally positioned side-by-side. These components may be mounted elsewhere, but this arrangement provides for a preferred compact arrangement.
- the vapor separator 178 is preferably mounted to and supported by the engine 22 through a support bracket 184 .
- This bracket 184 preferably has a mounting plate portion to which the separator 178 is connected, and a pair of legs 186 extending from the plate to the cylinder heads 53 , 54 for spacing the plate portion from the engine 22 in supported fashion.
- a vapor discharge is provided for routing vapor from the vapor separator 178 .
- a hose 200 extends from vapor tube 198 to a control valve 202 .
- a first line 204 extends from the valve 202 through the cowling 30 to a point external to the motor 20 .
- a second line 206 leads from the valve 202 to the intake system 72 .
- a canister 208 is positioned along the hose 200 between the separator 178 and the valve 202 . The canister 208 is adapted to catch or contain liquid fuel.
- the second line 206 preferably extends to either a first discharge outlet 210 at the merge of the branch pipes 75 , a second outlet 212 along the main pipe 74 , or a third outlet 214 at the silencer.
- the vapor is delivered into the intake air passing therethrough and delivered into the engine 22 .
- These particular outlet positions are advantageous since the vapor is distributed into air which is then generally equally distributed to all of the cylinders or combustion chambers of the engine 22 . In this manner, not just the air/fuel ratio to a single cylinder or combustion chamber is affected, and the effect of the vapor upon the air/fuel ratio of individual cylinders is reduced.
- the valve 202 preferably is controlled in a manner whereby when the engine 22 is running at a low speed or load, the vapor is routed through the first line 204 to a point external to the motor. On the other hand, when the engine is running at a higher speed and the fuel requirements are greater, the valve 202 preferably routes the vapor through the second line 206 to the intake system.
- the canister 208 is preferably adapted to store the fuel when the engine speed is low and the vapor is routed through the first line 204 , but to distribute the fuel to the intake system when the engine is running at higher speed and the flow through the line 206 is greater.
- FIG. 5 A fuel supply system in accordance with a second embodiment of the present invention is illustrated in FIG. 5. This embodiment shares much of the same arrangement as that discussed with reference to FIGS. 1 - 3 above. Accordingly, similar numbers are used to refer to similar components.
- a drive pulley 292 is positioned at an upper end of the exhaust camshaft 98 a of the first cylinder bank 54 .
- the high pressure fuel pump 179 has a driveshaft (not shown) which communicates with a pump pulley 290 at the top of the fuel pump 179 .
- a drive belt 294 communicates between the drive pulley 292 and the fuel pump pulley 290 so that the camshaft 98 a drives the high pressure fuel pump 179 through the drive belt 294 .
- FIG. 6 A fuel supply system in accordance with a third embodiment of the present invention is illustrated in FIG. 6. As with FIG. 5, the present embodiment shares much of the same arrangement as has already been discussed, and similar components are denoted with similar numbers.
- the high pressure pump 279 is positioned at the top of the engine directly above the upper end of the exhaust camshaft 98 b of the second cylinder head 53 .
- the high pressure pump 279 is driven by a driveshaft 279 a.
- the pump driveshaft 279 a and the exhaust camshaft 98 b are coupled so that the driveshaft 279 a is on the same axis as the camshaft 98 b and is driven thereby.
- the camshaft 98 b directly drives the high pressure pump 279 without the need for extra parts, such as pulleys and drive belts.
- FIG. 7 A fuel supply system in accordance with a fourth embodiment of the present invention is illustrated in FIG. 7. As with FIGS. 5 and 6, the present embodiment shares many features with the embodiments described above with reference to FIGS. 1 - 3 . These similar features are depicted with similar numbers.
- a high pressure fuel pump 379 is provided located at least partially within the valley and immediately adjacent the first cylinder head 54 .
- the high pressure pump 379 is located above the fuel delivery manifold 181 so that vapor within the fuel rails 182 , 183 will flow upwardly and into the pump 379 .
- the fuel pump 379 preferably includes a plunger 380 adapted to power the pump 379 by reciprocating movement.
- the exhaust camshaft 398 of the first cylinder bank 54 has a pump drive cam 382 adapted to engage and drive the pump plunger 380 in a reciprocating manner.
- the fuel pump 379 is driven directly by the camshaft 398 without the requirement for extra parts, such as pulleys and drive belts.
- the pump 379 is positioned at least partially within the valley between the cylinder heads 53 , 54 . This placement reduces the overall girth of the engine.
Abstract
Description
- 1. Field of the Invention
- The present invention relates to an engine of the type utilized to power an outboard motor, and more particularly to a fuel supply system for an engine positioned within a cowling of an outboard motor and powering a water propulsion device of the motor.
- 2. Description of Related Art
- Fuel vapors can be problematic in the fuel-supply system for internal combustion engines, especially those of the type in which the fuel is injected with a fuel injector. Fuel vapors are unpredictable and their concentration in the fuel supply system varies. The unpredictability of the vapors causes the fuel injector to deliver fuel in a ratio to the air which may be leaner or richer than desired, resulting in poor engine performance.
- Further, the fuel supply system may be used with an engine positioned in a confined space, such as the cowling of an outboard motor. In these situations, space is limited, and the fuel supply system needs to be as small and simple in arrangement as possible.
- It the past, fuel-vapor separators have been provided along the fuel supply path to separate at least part of the vapor from the liquid fuel. In manifold injection systems, an electrically-operated, high-pressure pump has been positioned within the vapor separator in order to save space and to permit the pump to be cooled.
- In direct injection systems, fuel is injected directly into the combustion chamber. This type of fuel injection requires that the fuel be injected at a higher pressure than with manifold injection systems, in which the injection pressure is substantially at or even below atmospheric pressure. Electric pumps are not totally capable of supplying fuel at such high pressures. Instead, a mechanical pump that is driven by the engine has been used to generate the high pressures required by direct injection systems.
- In order to make the fuel distribution system more compact, the mechanical high pressure pump can be located in the vicinity of the engine's cylinder head. Similarly, the fuel rails that deliver fuel from the high pressure pump to fuel injectors can be located close to the cylinder head. Since the cylinder head is heated by lubricating oil, it becomes very hot. As heat is transferred from the cylinder head to the fuel supply system, vapors may accumulate within the fuel rails.
- A need therefore exists for a fuel supply system for a direct injected engine wherein the fuel pumps and delivery lines are arranged in a compact manner and wherein the fuel supply system prevents vapors from accumulating in fuel supply pipes that are located in the vicinity of the cylinder head.
- Advantageously, the fuel supply system of the present invention is arranged to reduce the girth of the engine and to reduce the transmission of vapor to the charge former(s) of the engine. In this manner, the air/fuel ratio of the charge supplied to each combustion chamber of the engine is more accurately controlled and engine operation is improved.
- In accordance with one aspect of the present invention, an engine is provided for powering an outboard motor. The engine is positioned in a cowling of the motor and is arranged to drive a water propulsion device of the motor. The engine comprises a plurality of combustion chambers arranged vertically relative to each other. Each combustion chamber communicates with a charge former. A fuel supply system includes a pump and a fuel rail. The fuel rail communicates with the charge formers and the pump has a discharge port that communicates with the fuel rail. The pump discharge port is positioned above the uppermost one of the charge formers so that any vapor forming in the fuel rail can travel upwardly to the pump.
- In one form, the engine includes a pair of cylinder banks, each of which defines in part a plurality of combustion chambers arranged generally one above the other. The pump is arranged in this engine so as to be at a higher position on the engine than the uppermost one of the charge formers associated with at least one of the cylinder banks, and preferably higher than an uppermost one of all of the charge formers associated with both cylinder banks.
- The fuel pump in one mode can be positioned on a top side of the engine and be driven by a crankshaft of the engine through a pulley system. In other modes, the fuel pump can be driven by a camshaft of the engine through a pulley system, through a direct axial connection, or through a cam of the camshaft.
- Another aspect of the present invention involves an engine with a compact configuration that powers an outboard motor. The engine is positioned within a cowling of the motor and is arranged to drive a water propulsion device. The engine comprises a cylinder block and at least one cylinder head connected to the cylinder block. The cylinder head and the cylinder block cooperate with each other to define a cylinder bank containing at least one cylinder. Each cylinder accommodates a reciprocating piston. At least one combustion chamber is defined between the cylinder head, a wall of the cylinder, and the corresponding piston. A fuel system is provided and includes a fuel pump that communicates with a charge former through a fuel rail. The charge former communicates with the combustion chamber. The cylinder head has a recess formed along a side thereof, and the fuel rail is positioned within the recess.
- In one mode, the engine has a V type configuration and further including a second cylinder head attached to the cylinder block. The second cylinder head and the cylinder block cooperate with each other to define a second cylinder bank containing at least one cylinder. The second cylinder head, like the first cylinder head, includes a recess formed along a side thereof, and another fuel rail is received within the recess of the second cylinder head.
- Further objects, features, and advantages of the present invention over the prior art will become apparent from the detailed description of the drawings which follows, when considered with the attached figures.
- These and other features, aspects and advantages of the present invention will now be described with reference to drawings of certain presently preferred embodiments, which embodiments are intended to illustrate and not to limit the present invention. The drawings contain the following figures:
- FIG. 1 is a partial sectional side view of an outboard motor powered by an engine and an associated fuel supply system, both of which are configured in accordance with a preferred embodiment of the present invention;
- FIG. 2 is a top view of the motor illustrated in FIG. 1, with a cowling of the motor and several internal components of the engine illustrated in phantom;
- FIG. 3 is a rear end view of the engine illustrated in FIG. 2 showing the fuel supply system;
- FIG. 4 is front end view of the engine illustrated in FIG. 2;
- FIG. 5 is a top view of an outboard motor powered by an engine and an associated a fuel supply system, which are configured in accordance with another embodiment of the present invention, with a cowling of the motor and several internal components of the engine illustrated in phantom;
- FIG. 6 is a top view of an outboard motor powered by an engine and an associated fuel supply system, which are configured in accordance with an additional embodiment of the present invention, with a cowling of the motor and several internal components of the engine illustrated in phantom; and
- FIG. 7 is a top view of an outboard motor powered by an engine and an associated fuel supply system, which are configured in accordance with another embodiment of the present invention, with a cowling of the motor and several internal components of the engine illustrated in phantom.
- FIG. 1 illustrates an
outboard motor 20 powered by anengine 22 and having a fuel supply system in accordance with the present invention. The fuel supply system is described for use with an engine powering anoutboard motor 20 since this particular application is one in which the features of the fuel supply system described have particular benefits. It should be understood, however, that theengine 22 which is supplied fuel with the fuel supply system arranged as described may be used in other applications. - As illustrated in FIG. 1, the
outboard motor 20 is of the type utilized to propel awatercraft 24. Theoutboard motor 20 has a power head comprised of a main cowlingportion 30. Themotor 20 includes alower unit 34 extending downwardly from thecowling portion 30. Thelower unit 34 comprises an upper or “driveshaft housing”section 38 and alower section 40. - The
motor 20 is connected to a steering shaft (not shown). The steering shaft is supported for steering movement about a vertically extending axis within a swivel orsteering bracket 44. Theswivel bracket 44 is connected by means of a pivot pin (not shown) to aclamping bracket 48 which is attached to atransom portion 32 of ahull 36 of awatercraft 24. The pivot pin permits theoutboard motor 20 to be trimmed and tilted up about the horizontally disposed axis formed by the pivot pin. - With reference to FIGS. 1 and 2, the
engine 22 is positioned within thecowling portion 30. Theengine 22 is preferably of the six-cylinder, four-cycle variety, and is arranged in a “V” fashion. In this arrangement, theengine 22 has acylinder block 52 with afirst cylinder head 53 and asecond cylinder head 54 connected thereto and cooperating therewith to define first andsecond cylinder banks cylinder banks motor 20 is attached. Each bank preferably defines threecylinders 59, each having acombustion chamber 58 defined in the space between thecylinder 59, its correspondingcylinder head piston 66 movably positioned in thecylinder 59. As may be appreciated by those skilled in the art, theengine 22 may have a greater or lesser number of cylinders, such as two, four, or eight or more and be arranged in other than “V” fashion, such as in an in-line arrangement. In addition, while the cylinder block is shown as unitary component, it is understood that it can be formed by a plurality of elements and thus constitute an assembly (i.e., a cylinder block assembly). And the cylinder heads, in the illustrated embodiments, are actually assemblies formed by at least a head casting and a cover. - As illustrated in FIG. 2, each
piston 66 is connected to a connecting rod 68 extending to a vertically extendingcrankshaft 56. With reference to FIG. 1, thecrankshaft 56 is connected to a top end of adriveshaft 60 which extends downwardly through thelower unit 34, where it drives a bevel gear and a conventional forward-neutral-reverse transmission 61. A control (not shown) is preferably provided for allowing an operator to remotely control the transmission from thewatercraft 24. - The transmission drives a
propeller shaft 63 which is journaled within thelower section 40 of thelower unit 34 in a known manner. Ahub 62 of apropeller 64 is coupled to thepropeller shaft 63 for providing a propulsive force to thewatercraft 24 in a manner well known in this art. - The
crankshaft 56 is journaled for rotation with respect to thecylinder block 52. Acrankcase cover 69 engages an end of theblock 52 generally opposite theheads crankcase chamber 67 within which the crankshaft rotates. Thecrankcase cover 69 may be attached to thecylinder block 52 by bolts or similar means for attaching known to those skilled in the art. Thecrankcase chamber 67 is positioned generally opposite theheads watercraft 24. - As illustrated in FIG. 1, a
flywheel 104 is preferably maintained in position on the top end of thecrankshaft 56. - The
engine 22 includes anair intake system 72 for providing air to eachcombustion chamber 58. Theintake system 72 is preferably positioned at the crankcase or watercraft end of theengine 22. As best illustrated in FIGS. 1 and 4, air passes through the vent (not shown) in themotor cowling 30 into a pair ofinlets 71 leading to asilencer 73. Amain intake pipe 74 leads upwardly from thesilencer 73. - As best illustrated in FIG. 1, a
throttle 116 is provided for controlling the flow of air into thecombustion chambers 58. Thethrottle 116 preferably comprises a moveable plate positioned within theintake pipe 74 and is preferably controlled through a cable by the operator of the watercraft. - Branch pipes or
passages 75 lead from themain intake pipe 74 to first andsecond surge tanks 76. A manifold 77 extends from eachsurge tank 76. Each manifold 77 has amain part 79 connected to thesurge tank 76 leading toindividual branches 78 extending therefrom. Preferably, each manifold 77 has threebranches 78, eachbranch 78 extending to apassage 80 in thecylinder head combustion chambers 58. - As shown in FIG. 2, means are provided for controlling the flow of air into each
combustion chamber 58. This means preferably comprises at least oneintake valve 82 corresponding to eachintake passage 80. As illustrated, all of theintake valves 82 for each bank of cylinders are preferably actuated by asingle intake camshaft 84. Theintake camshaft 84 is mounted for rotation with respect to itsrespective cylinder head intake camshaft 84 rotates within an enclosure defined by thecylinder head camshaft cover 88 connected thereto. - Each
valve 82 preferably has a head which is adapted for seating against a valve seat in thepassage 80, and a stem extending from the head through avalve guide 81 to a follower. A spring is positioned between the follower and a portion of thecylinder head valve 82 upwardly into a position in which thevalve 82 closes thepassage 80. - An exhaust system is provided for routing the products of combustion within the
combustion chambers 58 to a point external to theengine 22. In particular, anexhaust passage 90 leads from each combustion chamber to amain passage 92. The remainder of the exhaust system is described in more detail below. - FIG. 2 also shows means for controlling the flow of exhaust from each
combustion chamber 58 to itsrespective exhaust passage 90. This means preferably comprises at least oneexhaust valve 96. Like theintake valves 82, theexhaust valves 96 of each cylinder bank are preferably all actuated by asingle exhaust camshaft 98. Eachexhaust camshaft 98 is journaled for rotation with respect to itsrespective cylinder head exhaust camshaft 98 is enclosed within thecamshaft cover 88. - As with the
intake valve 82, eachexhaust valve 96 preferably includes a head for selective positioning against a valve seat in thepassage 90. A stem extends from the head of thevalve 96 through a valve guide in thecylinder head camshaft 98. A spring is positioned between the follower and thecylinder head valve 96 into a position in which the valve closes thepassage 90. - Although not illustrated, means are provided for driving the
camshafts - The remainder of the exhaust system will now be described with reference to FIG. 1. As illustrated, an
exhaust guide 122 is positioned at the bottom end of theengine 22. Theexhaust guide 122 has apassage 124 extending therethrough which communicates with thecommon exhaust passage 92. Thecommon exhaust passage 92 extends through the valley of theengine 22 and is defined by thecylinder block 52. As stated above, theindividual exhaust passages 90 lead to thecommon exhaust passage 92. - An
exhaust pipe 126 is connected to the bottom side of theexhaust guide 122 in alignment with thepassage 124 therethrough. Theexhaust pipe 126 terminates within a chamber of amuffler 128. - As also shown in FIG. 1, the
muffler 128 is positioned within thelower unit 34 near thedriveshaft 60. An exhaust gas outlet is provided in the bottom end of themuffler 128, through which the exhaust gas is routed (in the direction of arrows “E”) through thehub 62 of thepropeller 64 to a point external of themotor 20. - A suitable ignition system is provided for igniting an air and fuel mixture within each
combustion chamber 58. Such systems are well known to those skilled in the art. The ignition system may include a spark plug for use in igniting the air and fuel mixture within eachcombustion chamber 58. - A cooling system is provided for cooling the
engine 22. As shown in FIG. 1, cooling liquid, preferably water from the body of water in which themotor 22 is positioned, is pumped through awater inlet 131 by awater pump 130 positioned in thelower unit 34. Thepump 130 is preferably driven by thedriveshaft 60 and expels the cooling liquid upwardly through a cooling liquid supply pipe 132. The coolant flows through the supply pipe 132 from thepump 130 to one or more coolant jackets (not shown) for cooling theengine 22, such as the cylinder heads 53, 54, block 52, and exhaust system. - The cooling system may include a pressure valve (not shown) positioned along the coolant path for diverting coolant through a relief passage and thereon to the coolant drain system in the event the coolant pressure exceeds a predetermined high pressure. In addition, the cooling system may include a thermostat positioned along the coolant path for monitoring the temperature of the coolant. The thermostat is preferably and arranged so that if the coolant temperature is high, the thermostat is opened to allow coolant to flow though the
engine 22 at a high rate. On the other hand, if the temperature of the coolant is low, then the thermostat is closed, allowing the engine to warm up. The coolant is preferably returned through a discharge into the body of water. - The
engine 22 preferably includes a lubricating system for providing lubricant to the various portions of the engine. With reference to FIG. 1, the lubricating system includes anoil reservoir 134 positioned below theengine 22. Thereservoir 134 is in communication with anoil pump 136 via a suction tube 138. The oil pump is drivingly positioned on the end of thecrankshaft 56 at the bottom of theengine 22. Seals are provided for sealing the oil pump with respect to the remainder of theengine 22. Theoil pump 136 draws lubricant from thereservoir 134 and then delivers it through a connecting passage through galleries leading throughout the engine. The lubricant is then arranged to drain back to thereservoir 134 for reuse. A portion of the cooling system may be arranged to cool the lubricant in the reservoir. - As illustrated in FIG. 1, the
engine 22 may include additional engine auxiliary features or accessories such as analternator 148. Preferably, thealternator 148 is utilized to produce electricity for firing the spark plugs and similar functions. Thealternator 148 is run by abelt 150 which is driven by apulley 149 mounted on the end of thecrankshaft 56 below theflywheel 104. As illustrated in FIG. 1, thealternator 148 is positioned near the top of theengine 22 on the crankcase end of theengine 22 opposite its valley. Theengine 22 may also include a starter motor (not shown) for use in starting the engine. - Because of the position of the
alternator 148, the air inlet is formed in a lower end of theintake pipe 74. Air passes upwardly through thepipe 74 and is delivered to thesurge tanks 76. - A
fuel supply system 166 is provided for delivering fuel to eachcombustion chamber 58 for combustion therein. FIGS. 1-3 illustrate a fuel supply system in accordance with a first embodiment of the present invention. In this embodiment, fuel is pumped from a fuel source, such as atank 168 on board thewatercraft 24, through asupply line 172 by alow pressure pump 174.Tis pump 174 may be of the diaphragm type. Preferably, the pumped fuel is passed through a filter 176 positioned along theline 172. - The fuel is delivered by the
pump 174 through afuel line 173 to an inlet pipe 175 of avapor separator 178. Thevapor separator 178 is adapted to separate liquid fuel from vapor in any known manner. An electric pump (not shown) within the vapor separator supplies fuel through afuel supply pipe 180 to ahigh pressure pump 179. - The
high pressure pump 179 delivers fuel under high pressure to afuel delivery manifold 181. The manifold 181 communicates with a pair of substantially vertical fuel rails 182, 183. Eachfuel rail cylinder banks fuel injectors 114. As shown in FIG. 2, thefuel injectors 114 are preferably arranged to inject fuel directly into thecombustion chambers 58. This direct injection arrangement requires that the fuel be supplied to the injectors at a relatively high pressure such as, for example, a pressure within the range of 50 to 150 kg/cm2. - The high
pressure fuel pump 179 is preferably a mechanically operated pump constructed after a manner known in the art. Thepump 179 is preferably positioned at the top end of theengine 22 vertically above theuppermost fuel injector 114. Thefuel delivery manifold 181 preferably extends substantially horizontally along the top of the engine before bending to deliver fuel to anupper end fuel rail fuel pump 179 is positioned at the uppermost point of thefuel supply system 166. A lower end 182 b, 183 b of eachfuel rail - As is typical in the art, the mechanical fuel pump is continuously driven by the
engine 22, thus maintaining a high fuel pressure in the fuel rails 182, 183. The pump includes a pressure regulator (not shown). When the pressure within thepump 179 exceeds a desired limit, the regulator opens an access and some of the contents of thefuel pump 179 are dumped through areturn line 185 to thevapor separator 178. - Each
fuel rail respective cylinder heads outer side 187 of thecylinder head cylinder head recess 188 formed on itsouter side 187 at a location immediately adjacent the point where theintake manifold branch 78 meets thecylinder head passage 80. Therecesses 188 run substantially vertically along theouter side 187 of the cylinder heads 53, 54. Afuel rail recesses 188. - Positioning the fuel rails182, 183 within the
recesses 188 contributes to the compactness of the engine. More room is thus available within the cowling for other components. The cylinder heads 53, 54, however, tend to become very hot during operation of the engine. Since the fuel rails 182, 183 are in such close proximity to the cylinder heads 53, 54, heat from the cylinder heads will tend to vaporize some of the fuel within the fuel rails. Fuel vapor within therails fuel injectors 114 into thecombustion chambers 58, and thus may adversely affect engine running conditions. - Since the high
pressure fuel pump 179 is positioned above theuppermost fuel injector 114, fuel vapor that may form within the fuel rails 182, 183 will naturally travel upwardly within the fuel rails to thepump 179. Fuel vapor that accumulates within thefuel pump 179 is dumped into thevapor separator 178 through thefuel return pipe 185. Because vapor from the fuel rails 182, 183 naturally migrates up to the highpressure fuel pump 179, vapor transmission to thefuel injectors 114 is reduced and the air/fuel ratio within thecombustion chambers 58 may be accurately managed. - As illustrated in FIGS. 1 and 2, the high pressure
mechanical fuel pump 179 is preferably powered by thecrankshaft 56. Thehigh pressure pump 179 has a driveshaft (not shown) connected to apump pulley 190. Adrive pulley 192 is positioned on thecrankshaft 56 just below theflywheel 104. Thedrive pulley 192 drives thepump pulley 190 by means of adrive belt 194. - As illustrated in FIG. 2, the
vapor separator 178, lowpressure fuel pump 174 andfuel filter 172 are all positioned in the valley of theengine 22. As illustrated in FIG. 3, thevapor separator 178 is positioned above the lowpressure fuel pump 174 and thefuel filter 172, which are themselves generally positioned side-by-side. These components may be mounted elsewhere, but this arrangement provides for a preferred compact arrangement. - As best illustrated in FIG. 2, the
vapor separator 178 is preferably mounted to and supported by theengine 22 through asupport bracket 184. Thisbracket 184 preferably has a mounting plate portion to which theseparator 178 is connected, and a pair oflegs 186 extending from the plate to the cylinder heads 53, 54 for spacing the plate portion from theengine 22 in supported fashion. - A vapor discharge is provided for routing vapor from the
vapor separator 178. Ahose 200 extends fromvapor tube 198 to acontrol valve 202. Afirst line 204 extends from thevalve 202 through thecowling 30 to a point external to themotor 20. Asecond line 206 leads from thevalve 202 to theintake system 72. Preferably, acanister 208 is positioned along thehose 200 between theseparator 178 and thevalve 202. Thecanister 208 is adapted to catch or contain liquid fuel. - The
second line 206 preferably extends to either afirst discharge outlet 210 at the merge of thebranch pipes 75, asecond outlet 212 along themain pipe 74, or athird outlet 214 at the silencer. In all positions, the vapor is delivered into the intake air passing therethrough and delivered into theengine 22. These particular outlet positions are advantageous since the vapor is distributed into air which is then generally equally distributed to all of the cylinders or combustion chambers of theengine 22. In this manner, not just the air/fuel ratio to a single cylinder or combustion chamber is affected, and the effect of the vapor upon the air/fuel ratio of individual cylinders is reduced. - The
valve 202 preferably is controlled in a manner whereby when theengine 22 is running at a low speed or load, the vapor is routed through thefirst line 204 to a point external to the motor. On the other hand, when the engine is running at a higher speed and the fuel requirements are greater, thevalve 202 preferably routes the vapor through thesecond line 206 to the intake system. - The
canister 208 is preferably adapted to store the fuel when the engine speed is low and the vapor is routed through thefirst line 204, but to distribute the fuel to the intake system when the engine is running at higher speed and the flow through theline 206 is greater. - A fuel supply system in accordance with a second embodiment of the present invention is illustrated in FIG. 5. This embodiment shares much of the same arrangement as that discussed with reference to FIGS.1-3 above. Accordingly, similar numbers are used to refer to similar components.
- As illustrated in FIG. 5, a
drive pulley 292 is positioned at an upper end of the exhaust camshaft 98a of thefirst cylinder bank 54. The highpressure fuel pump 179 has a driveshaft (not shown) which communicates with apump pulley 290 at the top of thefuel pump 179. A drive belt 294 communicates between thedrive pulley 292 and thefuel pump pulley 290 so that the camshaft 98a drives the highpressure fuel pump 179 through the drive belt 294. - A fuel supply system in accordance with a third embodiment of the present invention is illustrated in FIG. 6. As with FIG. 5, the present embodiment shares much of the same arrangement as has already been discussed, and similar components are denoted with similar numbers.
- As shown in FIG. 6, the
high pressure pump 279 is positioned at the top of the engine directly above the upper end of the exhaust camshaft 98 b of thesecond cylinder head 53. Thehigh pressure pump 279 is driven by a driveshaft 279 a. The pump driveshaft 279 a and the exhaust camshaft 98 b are coupled so that the driveshaft 279 a is on the same axis as the camshaft 98 b and is driven thereby. Thus, the camshaft 98 b directly drives thehigh pressure pump 279 without the need for extra parts, such as pulleys and drive belts. - A fuel supply system in accordance with a fourth embodiment of the present invention is illustrated in FIG. 7. As with FIGS. 5 and 6, the present embodiment shares many features with the embodiments described above with reference to FIGS.1-3. These similar features are depicted with similar numbers.
- As illustrated in FIG. 7, a high pressure fuel pump379 is provided located at least partially within the valley and immediately adjacent the
first cylinder head 54. As in the previous embodiments, the high pressure pump 379 is located above thefuel delivery manifold 181 so that vapor within the fuel rails 182, 183 will flow upwardly and into the pump 379. The fuel pump 379 preferably includes aplunger 380 adapted to power the pump 379 by reciprocating movement. The exhaust camshaft 398 of thefirst cylinder bank 54 has apump drive cam 382 adapted to engage and drive thepump plunger 380 in a reciprocating manner. Thus, the fuel pump 379 is driven directly by the camshaft 398 without the requirement for extra parts, such as pulleys and drive belts. Also, the pump 379 is positioned at least partially within the valley between the cylinder heads 53, 54. This placement reduces the overall girth of the engine. - Of course, the foregoing description is that of preferred embodiments of the invention, and various changes and modifications may be made without departing from the spirit and scope of the invention, as defined by the appended claims.
Claims (35)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US09/881,534 US6367451B2 (en) | 1998-10-05 | 2001-06-14 | Fuel supply system for a direct injected outboard engine |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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JP10-282451 | 1998-10-05 | ||
JP28245198A JP4188467B2 (en) | 1998-10-05 | 1998-10-05 | In-cylinder injection 4-cycle engine for outboard motors |
US09/412,264 US6321711B1 (en) | 1997-08-11 | 1999-10-05 | Fuel supply system for a direct injected outboard engine |
US09/881,534 US6367451B2 (en) | 1998-10-05 | 2001-06-14 | Fuel supply system for a direct injected outboard engine |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US09/412,264 Division US6321711B1 (en) | 1997-08-11 | 1999-10-05 | Fuel supply system for a direct injected outboard engine |
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US20010029927A1 true US20010029927A1 (en) | 2001-10-18 |
US6367451B2 US6367451B2 (en) | 2002-04-09 |
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US09/881,534 Expired - Lifetime US6367451B2 (en) | 1998-10-05 | 2001-06-14 | Fuel supply system for a direct injected outboard engine |
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JP3963290B2 (en) | 1998-02-27 | 2007-08-22 | ヤマハマリン株式会社 | Outboard motor |
JPH11244453A (en) | 1998-03-04 | 1999-09-14 | Aruze Corp | Game machine |
US6019074A (en) * | 1998-03-11 | 2000-02-01 | Yamaha Hatsudoki Kabushiki Kaisha | Porting arrangement for two cycle engine |
US6213096B1 (en) | 1998-03-25 | 2001-04-10 | Sanshin Kogyo Kabushiki Kaisha | Fuel supply for direct injected engine |
JPH11324846A (en) | 1998-05-11 | 1999-11-26 | Yamaha Motor Co Ltd | Internal combustion engine |
JP3629960B2 (en) | 1998-07-06 | 2005-03-16 | スズキ株式会社 | Outboard motor fuel pump |
-
2001
- 2001-06-14 US US09/881,534 patent/US6367451B2/en not_active Expired - Lifetime
Cited By (9)
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US20050205066A1 (en) * | 2004-03-19 | 2005-09-22 | Kubota Corporation | Vertical multi-cylinder diesel engine |
US7461635B2 (en) * | 2004-03-19 | 2008-12-09 | Kubota Corporation | Vertical multi-cylinder diesel engine |
US20060201457A1 (en) * | 2005-03-01 | 2006-09-14 | Dr. Ing. H.C.F. Porsche Ag | Internal combustion engine having at least two cylinder banks |
US7278403B2 (en) * | 2005-03-01 | 2007-10-09 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Internal combustion engine having at least two cylinder banks |
US20070227509A1 (en) * | 2006-03-31 | 2007-10-04 | Honda Motor Co., Ltd. | Internal combustion engine having improved fuel pump configuration, and vehicle including same |
US20090188450A1 (en) * | 2008-01-30 | 2009-07-30 | Kline Ronald F | Series electric-mechanical water pump system for engine cooling |
US8196553B2 (en) * | 2008-01-30 | 2012-06-12 | Chrysler Group Llc | Series electric-mechanical water pump system for engine cooling |
EP2615290A1 (en) * | 2012-01-10 | 2013-07-17 | Suzuki Motor Corporation | Fuel Supply System of Outboard Motor |
US9168992B2 (en) | 2012-01-10 | 2015-10-27 | Suzuki Motor Corporation | Fuel supply system of outboard motor |
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